B737-300 CREW GOT AN EGPWS TERRAIN WARNING WHILE CONDUCTING A VISUAL APCH TO RWY 26; AT NIGHT AT ABQ.

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FLYING INTO ABQ; WINDS WERE AT LIMITS FOR RWYS 8 AND 3. WE ELECTED TO ACCOMPLISH VISUAL TO RWY 26. WE WERE N OF FIELD WHEN CLRED VISUAL RWY 26. WE OVER FLEW FIELD HDG S FOR OFFSET TO L DOWNWIND/L BASE. WE TALKED ABOUT NOT GOING TOO FAR E AS HIGH TERRAIN WAS A FACTOR. ON OUR TURN TO OUR L BASE; AT ABOUT 7000 FT WE WENT FROM HAVING NO TERRAIN CAUTIONS TO A 'TERRAIN; TERRAIN; PULL-UP; PULL-UP.' THAT GOT OUR ATTN. WE BEGAN RAISING OUR NOSE FOR THE TARGET OF 20 DEGS; PUSHED UP OUR PWR AND BEGAN TRANSITIONING TO THE TERRAIN AVOIDANCE MANEUVER. AS THE NOSE PITCHED UP THROUGH THE HORIZON; OUR DSCNT RATE STOPPED. AS WE STOPPED THE DSCNT RATE; THE WARNING STOPPED (THIS ALL HAPPENED IN LESS THAN 5 SECONDS). WE WERE EARLY ON IN THE RECOVERY SO THE PWR WAS NOT UP YET AND THE PITCH WAS NOT UP YET. WE DISCONTINUED THE ESCAPE MANEUVER AND BECAUSE WE WERE STILL IN THE SLOT FOR THE VISUAL; WE CONTINUED THE APCH TO AN UNEVENTFUL LNDG. WE WERE STABLE AT 1000 FT AGL. BRING THIS UP FOR AWARENESS FOR OTHER CREWS. VISUAL TO RWY 26 AT NIGHT; HIGH WINDS; IN HINDSIGHT WAS DANGEROUS WHEN HIGH TERRAIN WAS NOT IN SIGHT. IT WAS A VERY TIGHT BASE AS IT WAS AND WE JUST MET THE 1000 FT CRITERIA. WE WERE PRIMED TO GO INTO THE AGGRESSIVE TERRAIN AVOIDANCE MANEUVER AND THE FOLKS WOULD HAVE RECEIVED QUITE A RIDE. SINCE WARNING WENT AWAY SO FAST; THEY ONLY FELT US LEVEL OFF. NEXT TIME I WILL PROBABLY ELECT TO TAKE THE TAILWIND ON THE OTHER RWY. I QUESTION WHETHER VISUALS TO RWY 26 SHOULD BE IDENTED AS A LAST RESORT LIKE RWY 7/25 IN RENO GIVEN NEW REQUIREMENT TO BE STABLE AT 1000 FT. IF NOTHING ELSE; MAYBE A NOTE ON THE 10-7 PAGE AND A MENTION IN OUR PUB.