BPF, you said that in a C152 you would expect the student to close the throttle, apply max braking and raise the flaps if there was an engine fire before 'lift off' as well as 'completing the emergency checklist'?
Sorry, but how is that 'appropriate to the circumstances'? Without an anti-skid system, which presumably your commuter turboprop has, why would 'max' braking help? Have your students ever practised applying 'max' braking just before lift off without locking the tyres and flat-spotting or bursting them? Why 'raise the flaps' - is that really going to help? It might in a PA28, but purely because the flap lever would then be on the floor and wouldn't impede egress. The tiny amount of extra weight on the tyres will make very little difference and will just make stopping more complicated than it needs to be.
As regards transferring 'big aircraft' philosophy to spamcans, when I was the Chief Instructor at a local club, we went through a process of throwing out much of the dogma which our resident 4-engine transport jet pilots had inflicted and instead focused purely on POH-mandated items. An 'abort brief' for the jet transport was wholly inappropriate for a PA28.
It made things a lot easier to teach people to fly the thing the way Mr Piper intended.