B737-800 FLT CREW HAS A TXWY EXCURSION WHILE EXITING THE RWY AT IAH AND CONTACTS A TXWY LIGHT DAMAGING THE R ENG COWL.

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FO MADE A FLAPS 30 DEG; BRAKES 2 LNDG TO RWY 27 AT IAH. TOUCHDOWN IN FIRST 2000 FT OF RWY. CAPT ASSUMED CTL OF ACFT AT APPROX 80 KTS IN MANUAL BRAKES WITH IDLE (+) REVERSE. THERE WAS 2000+ FT OF RWY REMAINING. TWR ASKED US TO EXPEDITE OFF THE RWY FOR LNDG TFC. CAPT CONTINUED A HIGH SPD TAXI TO THE END; BUT MISJUDGED OUR SPD WHEN HE BEGAN THE 90 DEG TURN TO THE TXWY. THE NOSEWHEEL BEGAN TO SLIDE AN THE ACFT LEFT THE TXWY; IMPACTING A TXWY LIGHT AND A RWY SIGN. DAMAGE WAS DONE TO #1 ENG INLET. ACFT WAS INSPECTED BY MAINT AND CONFIRMED SAFE TO TAXI TO TERMINAL ON #2 ENG. CAPT'S FAILURE TO SLOW TO A SAFE TAXI SPD TO CLR RWY AND FO'S HESITATION TO JUMP ON BRAKES TO SLOW ACFT. FO WAS CONCERNED ABOUT INTERFERING WITH CAPT DECELERATING ACFT. FO DID EXPRESS CONCERN OF SPD ENTERING TURN; BUT WAS TOO LATE. WET RWY/TXWY AND WATER ON PAINTED THRESHOLD MARKINGS WERE CONTRIBUTING FACTORS OF NOSEWHEEL SLIDING. AS A FO; IT IS DIFFICULT TO SEE WHAT COULD HAVE BEEN DONE. ATTEMPTING TO BRAKE COULD HAVE INTERFERED WITH CAPT'S CTL OF ACFT. I THOUGHT CAPT WAS MAKING GOOD TIME TO END OF RWY AND THEN WAS GOING TO MAKE QUICK STOP AND TURN. THE CAPT NEVER STOPPED; BUT ENTERED TURN FOR TXWY. BY THEN IT WAS TOO LATE. ACFT BEGAN TO SLIDE. THERE ARE ONLY SECONDS AS RWY RUSHES TOWARDS YOU AND WASN'T TIME TO START DISCUSSING MAKING A TURN.