WDB DOES NOT FOLLOW TWR INSTRUCTIONS AND PROBABLY CAUSES FOLLOWING ACFT TO HAVE TO GAR.

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LNDG RWY 16 NRT. AT FIRST; CONSIDERED USING FIRST HIGH SPD TURNOFF; BUT DURING ROLLOUT DECIDED NOT TO USE BRAKES UNTIL 80 KTS TO ALLOW NEXT CREW (DEPARTING IN 1 HR) TO HAVE COOL BRAKES AND TIRES FOR THEIR HVY GROSS WT TKOF. I THEN DECIDED TO TAKE NEXT EXIT FROM RWY; BUT I DIDN'T REALIZE UNTIL REACHING THE TXWY THAT IT WAS A REVERSE HIGH SPD TURNOFF. SINCE IT WAS NO PROB TO MAKE A TURN ONTO THIS TXWY; I TOOK ACFT TO THE R OF CTRLINE TO FACILITATE L TURN ONTO TXWY A-7 AS I SIMULTANEOUSLY ASKED THE PNF TO REQUEST CLRING ONTO TXWY A-7. AT THIS TIME I ALSO TURNED THE ACFT NOSE APPROX 20 DEG L; ANTICIPATING THAT OUR REQUEST WOULD BE GRANTED. AT THAT TIME THE CTLR SAID 'CONTINUE TO TXWY A-8; TFC ON SHORT FINAL.' I SAW THE ACFT AT APPROX 100 FT AND I KNEW I COULDN'T GET TO A- 8 FAST ENOUGH TO GET OUT OF HIS WAY. THEREFORE; I PUSHED THE PWR UP AND MADE A QUICK TURN ON A-7; CONTRARY TO CTLR'S INSTRUCTIONS. THE ACFT FOLLOWING EXECUTED A GAR. I WOULD LIKE TO EMPHASIZE THE FOLLOWING: 1) AT NO TIME DID A CTLR ALERT US THAT WE HAD AN ACFT CLOSE BEHIND US UNTIL IT WAS TOO LATE. 2) WE LANDED AT AN EXTREMELY LIGHT GROSS WT WITH A 140 KT APCH SPD. WE WERE AT TAXI SPD PRIOR TO A-7 TXWY AND SINCE WE HAD NO KNOWLEDGE OF THE MINIMUM SEPARATION; WOULD NOT HAVE CLRED RWY IN TIME; EVEN IF WE HAD NOT SLOWED IN ANTICIPATION OF EXIT ON A-7. 3) WE EXITED ON A-7 AFTER BEING TOLD TO EXIT ON A-8 ONLY BECAUSE WE FEARED BEING STRUCK BY THE OTHER ACFT.