We have tried this in the 737 simulator (turning into the wind, that is.) The problem is you must first use max braking capability to stop the aircraft. The operative word is "Stop" and park the brakes. You then have to decide whether to tackle the fire-warning immediately. Or do you open up both throttles and use nosewheel steering to "screw" the nosewheel around to position the aircraft with regard to any wind direction. In the simulator that takes valuable seconds and meanwhile you can bet your life the passengers are releasing their seat belts and scrambling for exits. Harsh nose wheel steering to full lock will quickly throw them all over the place, adding to the panic.
And don't even think about watching the ground speed and leaving the "screwing" of the nose wheel until you are about five knots. It is all about being wise after the event. The Manchester B737 event was ameliorated by the pilot's decision to clear the runway and get on the adjacent taxiway -which took valuable time. The massive fuel spill caused by a part of the engine putting a hole in the fuel tank is an event that could never have been foreseen and certainly not "practiced " before in a simulator.
Originally, Boeing criticised the pilot for not applying maximum braking and stopping straight ahead. In a later amendment to the FCTM I believe Boeing changed their advice to say apply max braking until you are sure the aircraft will stop within the remaining runway ahead. The pilot is then faced with the decision to stop with max braking ahead (assuming engine fire warning) - or ease up on the braking with a long runway. In the latter case, the risk is those extra seconds taken to reduce heavy braking because of excess runway ahead, could mean less time available to evacuate if the fire breaches the cabin (Manchester).
Opinions differ but one view is that when faced with an engine fire warning requiring an abort, the aircraft should be brought to an immediate stop with maximum braking regardless of the luxury of a long runway ahead. The crew may not know if the engine fire is severe, is a small fire or even if it is a false warning. Risking hot brakes the safest bet is to stop with maximum braking and then cross the next bridge. A cynic would say that after the event it is a monte that someone will try and prove the pilot did something wrong. All interested parties have their own agenda in aircraft accidents.
Harking back to the original discussion on whether to try and stop with regards to the prevailing wind at the time - then next time you are in a simulator give it a try. It is more difficult than you might think - especially if you have gone for absolute maximum braking until actually stopping. Every second may count when it comes to evacuating a cabin filled with heat and smoke.