The full-booted stomp you describe is a system design.
To overcome and disconnect the auto brake a pressure greater than X psi must be applied to the toe brakes. This pressure on 737 is LESS than AB1.
When the full-booted stomp occurs you describe, it merely indicates that to disconnect the auto brake system, say 800psi was required by the pilot to be applied to the brakes but that the auto brake system was using (a lot) less than that pressure for the routine stopping of the airframe. So when the system disconnected, the additional brake force was immediately applied until the pilot was able to release his 800psi toes from the brakes.
Several techniques exist to different airframes to overcome this, the best one is to override the brakes when you know(!) in excess of 800 psi is applied by the brakes, e.g. when the reversers are stowed.
HENCE auto brake disconnect is the LAST item in Boeing's Landing Roll Out procedure, to avoid pilots inadvertently applying more brake pressure to disconnect the auto brake system than that used by the system itself.
At 60 knots, reduce reverse thrust to be at IDLE reverse when reaching taxi speed.
Approaching taxi speed, slowly move the reverse thrust levers to the full down position.
Prior to taxi speed, disarm the autobrake and continue manual braking as required.
Autobrake Selector
1, 1250psi, 4ft/s2
2, 1500psi, 5ft/s2
3, 2000psi, 7.2ft/s2
Max, 3000psi 12ft/s2 (below 80kts), 14ft/s2 (above 80kts)
There is an "on ramp" period where autobrake pressure is applied over a period of time. Approximately 750psi is applied in 1.75 sec, then the pressures above are reached in another 1.25sec for autobrakes 1, 2, or 3 and approx. 1.0 sec for autobrake MAX.
To cancel the autobrake on the landing roll with toe brakes you must apply a brake pressure in excess of 800psi.
This is more difficult on the NG's because the feedback springs on the brake pedals are stiffer.