The effect of headwind on range in autorotation is important if you're trying to get somewhere specific. If you don't care where you land, then it doesn't matter.
The tradeoff between increased distance and increased rate of descent can be proven easily with a proper rate of descent vs airspeed graph as was previously shown (except it didn't show the rate of descent below minimum power speed correctly for a helicopter).
But - and this is a very large issue - the other effect is that if you use a higher airspeed to account for the wind at the end of the autorotation, when you start to flare, you'll have significantly more energy with respect to the ground. For example if you use 90 knots instead of 69 knots you'll have 90 x 90 'units' vs 69 x 69 'units' (can't figure out how to do superscripts for a squared sign) of energy - a significant change. You'll also have a shallower rate of descent angle to change to level flight, actually making the job of landing easier.
Adding airspeed when autorotating into the wind has lots of advantages and, as far as I know, no disadvantages.