It also depends upon your landing performance.
For example it is easy to vacate rwy 10 at St Lucia when transiting from London as you have burnt your fuel and the landing performance at Flap 25 with AB 3 is acceptable for the landing distance available to the intermediate taxiway (C I think).
However, we often shuttle from St Lucia and tanker fuel back into the island to land at max landing weight. This makes the decision whether to pummel the brakes or accept the rwy turn a little more difficult.
There is a brake cooling schedule that needs to be looked at prior to the next rotation so stopping a full weight 777 with massive braking prior to a short turnaround could, potentially, be both uncomfortable for the passengers and also vary annoying for your colleagues taking the jet back home.
Better to take the the 180 turn then cook the brakes sometimes.