A B737 REJECTED A TKOF AFTER A COCKPIT WINDOW OPENED AT 130 KTS. ACFT RETURN TO THE GATE WHERE OVERHEATED BRAKES AND OTHER BRAKE DAMAGE WAS DISCOVERED.

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CONTRIBUTING FACTORS: 1) APU INOP 2) COMPUTER GENERATED NO BLEED TAKEOFF WITH 13401 FT OF RWY WITH TEMPS IN 70'S. REJECTED TAKEOFF DUE TO CAPT'S (L2) WINDOW OPENING. EXECUTED APPROX 35 KTS BELOW V1. MEL (207) APU INOP/UN-PRESSURIZED TAKEOFF. BRIEFED UN-PRESSURIZED TAKEOFF AND SPECIALS INCLUDING BOTH SLIDING WINDOWS CHKED -- TWICE 1) AT GATE 2) TAKING THE RWY. FO TAKEOFF -- ALL NORMAL UNTIL L2 WINDOW SLAMMED OPEN FULLY ON THE TAKEOFF ROLL. I EXECUTED THE 'REJECT' AT APPROX 130 KTS WITH MOST OF THE 13401 FT OF RWY STILL AHEAD OF US. SHORTLY THEREAFTER; I SELECTED THE AUTO BRAKES TO OFF. WE WERE SLOWING RAPIDLY 'BACK IN THE YELLOW' AND IN AN EFFORT TO MAXIMIZE THE DYNAMIC EVENT OF THE RTO TO BOTH PAX AND ACFT. WE SLOWED TO A STOP; EVALUATED THE SITUATION; COMMUNICATED WITH TWR; CLRED THE RWY AND ADDRESSED THE PAX AND FLT ATTENDANT. FO REFERENCED THE QRH AND WE CAREFULLY TAXIED BACK TO THE GATE; DETERMINING WE WERE IN THE 'COOLING ZONE RED' OF THE CHART. WE ALERTED GND PERSONNEL OF THE POTENTIAL HAZARD AND EVENTUALLY THEY PLUGGED IN POWER AND AIR (NO APU). I INSPECTED THE TIRES AND BRAKES AND FOUND THEM HOT; BUT NOT EXTREME. ABOUT 50 MINS LATER THE R MAIN TIRES LOST PSI. LATER; WE LEARNED THERE WAS ALSO BRAKE DAMAGE DUE TO THE HEAT. WE WERE SURPRISED OF THE DAMAGE CONSIDERING THE EFFORT TAKEN TO MINIMIZE BRAKE ENERGY. WE STAYED WITH THE ACFT FOR THE REPAIRS TO BE MADE WHILE PAX AND FLT ATTENDANTS MADE OTHER PLANS.