maximum quick turn weight
We had on our airport analysis a "maximum quick turn weight". It was usually well below max landing weight for a given runway and it guaranteed that you can get the brakes cold enough for another takeoff in an hour.
Our technique for dry runways was to land with autobrakes MED, and once touchdown was made at the proper point and reversers out you would disconnect the aurobrakes and let the t/rs do their job.
On wet or worse there was no overheating problem.
Also the taxi-in technique was important, not riding the brakes and shutting down #3.