There's a number of 'it depends' in this topic, interestingly the 2 aircraft chosen (ATR-72 and B737) are one of them. Mutt has asked after the year of certification, and that's another one of them.
Assuming that you have strictly completed the recognition and reaction within the times used for certification, and assuming that both aircraft are being operated in their 'Native' region (Europe and the U.S.A), the following applies......
The ATR-72 will stop with it's nose-wheel at the end of the ASDA.
The B737 will stop at the ASDA plus the line-up allowance (because FAR 25 does not require consideration of line-up allowance, whereas the JAR does).
If the B737 is being operated and registered in a region (such as Australia) where the line-up allowance must be considered, then it's stop performance will be as per the ATR-72.
The era of certification is important. In ye olden days, Accelerate-Stop performance was based upon engine failure, with continued acceleration with OEI until implementing 'Stop' procedures (This would be so for an old B737-100 and -200). In the modern era, acceleration between recognition and implementation of 'Stop' procedures is based upon all engines. Thus, a modern era aircraft will stop with it's nose-wheel at the end of the ASDA (or ASDA + Line-up in the U.S.A), whilst an older certified aircraft would perform similarly in the event of a reject due to engine failure, but over-run the ASDA for an 'All Engines' stop.
There are a number of 'It all depends' scenarios in this topic, these are a few of them.
Best Regards,
Old Smokey