Engine out over a mountain road. Do you land upwind or up hill?
Admittedly, the 10 degree sloped roadway is an anomaly, and you would never see an actual runway built on this grade.  Don’t try to apply any of this logic to a shallower runway without some careful analysis.
Here's my take on the possible landing approaches.  I think my performance estimates are generally conservative.  I think the flight maneuvers are fairly pedestrian until landing and roll-out.  Your mileage may vary.  These are not optimal, but I think it is possible to land either uphill or downhill with varying degrees of risk and maneuver aggressiveness from nearly any initial heading.  Obviously, some headings significantly reduce the risk of one direction over the other.  In half of all cases you may have to make right turns instead of left.
Here are my assumptions:
Altitudes are all referenced to the roadway midpoint elevation
Aircraft weight is 2000 lbs.
40 KIAS -- stall in landing configuration
45 KIAS -- 1320 ft/min descent - 30 degrees flaps
48 KIAS -- stall in clean configuration
50 KIAS  -- 780 ft/min descent - 10 to 20 degrees flaps
55 KIAS  -- 725 ft/min descent
60 KIAS  -- 800 ft/min descent
65 KIAS  -- 870 ft/min descent - best glide angle through the air  approx. 7.5 to 1 glideslope
70 KIAS  -- 970 ft/min descent
75 KIAS  - 1115 ft/min descent
80 KIAS - 1285 ft/min descent
The wind is blowing from the South at 15 knots
Horizontal wind component up the slope:  ~1500 ft/min
Vertical wind component (upward) up the slope:  ~264 ft/min
Uphill landing


Using your cat-like reflexes and finely-honed piloting skills, track outbound on a heading of 235 for 16 seconds while trading your 100kts of airspeed for a little more altitude.  I calculate you can pop up about another 80 feet from the mid-field starting altitude during that time.
Fly for an indicated airspeed of 70 kts because you must now turn (~1.1G load factor) at 6 degrees per second to a heading of 180.  This takes about 9 seconds; you are 1600 feet south, 2280 ft west, and about 950 ft above mid-field.  26 seconds have elapsed.
Fly on a heading of 180 for nearly 40 seconds.  Think about making a radio call stating position and situation.  Maintain 70 KIAS for better penetration into the wind.  You are in your downwind leg and it has been over 1 minute since your engine failed.  You are 5230 ft south, 2280 ft west, and 495 ft above mid-field.  About 65 seconds have elapsed.
Now turn, maintaining 70 KIAS, at 6 degrees per second to the &quot;runway&quot; heading of 360.  Take a few extra seconds to roll out and line up with the roadway.  You are about 3935 ft south (thanks to that upslope wind), aligned with the centerline of the road, and 108 ft above midfield (about 750 ft AGL because of the slope).  About 97 seconds have elapsed.
Slow to 65 KIAS and fly this heading for about 27 seconds.  Wait until the end to drop maybe 10 degrees flaps to preserve speed for the zoom-climb, flare landing.  Nose-high attitude will be your friend on the upslope landing so don't use too much flap deflection.  About 114 seconds have elapsed.
You cross over the landable portion of the road at 65 KIAS with over 100 ft AGL.  It has been about 118 seconds since your engine failed.  Fly the aircraft through an energy-preserving flare (actually climbing at the last) until a few feet above the rapidly rising road.  You will touch down just past the first third of the landable roadway a little over 2 minutes since your engine failed.  Your speed will bleed off, the airplane will stop flying, and because of the upslope, you will roll to a stop, with or without brakes in 10-20 seconds.  Apply brakes so you don't roll backward down the hill!
Downhill landing


Track outbound from the midfield point on a heading of 90 degrees for 7 seconds while trading airspeed for altitude.  The maneuver takes about 15 seconds to complete, but half-way through, begin a 6-degree-per-second turn, stabilizing at 70 KIAS and rolling out on a heading of 360.
Fly the 360 heading for about 4 seconds.  You are now about 2340 feet north, 2255 ft east, and about 925 ft above the midfield point.  26 seconds have elapsed.
Maintaining 70 KIAS, begin a 30-second, 6 degrees-per-second turn to heading 180.  You are now about 2940 ft north (upslope wind again), aligned with the roadway, and 550 ft above the middle of the roadway.  Your height AGL is only about 65 ft (!), but that’s okay.  You are on final approach and you can fly into and out of ground effect as you like to fly to the threshold of the landable portion of the roadway which is on the steeply descending slope.   It has been about 56 seconds since your engine failed.
Just under 60 seconds have elapsed.  At this point you need to increase your rate of descent to more than the 10 degrees (17% gradient) downslope of the hill and roadway.  You might choose to drop 30 degrees flaps and decrease airspeed to 45 KIAS and plunk down on the roadway at about 30 knots groundspeed, but you have to bleed off 35 knots of airspeed without ballooning too much and end up at only about 5 knots above stall.  Your angle of attack would be so high that you would not be able to see the roadway at all - not even the far end because of the down slope. And you would strike the tail on the ground before the main wheels touched.
Instead, you will need to increase your airspeed to about 80 KIAS and use about 30 degrees of flaps to keep from flying up and away from the ground.  This feels like a fairly steep approach but you are only descending at about 250 ft/min with respect to the ground which is falling away steeply.  You are about 2000 feet from the landable portion of the runway.
In about 20 seconds you are down and on the roadway about 100 yards down from the start of the landable portion.  About 1 minute and 17 seconds have elapsed since your engine failed.
Here's where things start to get a little sketchy.
You are rolling down the roadway with 80 knots indicated (65 kts ground speed) – give yourself 6-8 seconds to get the flaps fully retracted while you try to keep the aircraft “stuck” on the ground.  On a 10 degree downslope your brakes are (cosine 10 degrees) still about 98% as effective, if you weren’t still generating a lot of lift.  Conservatively, you might get 50% of your weight onto the wheels initially.  And don’t forget your mass is effectively pulling you down the slope (sine 10 degrees * 2000 lbs) with about 345 pounds of force.
For reference, this source: (https://aviation.stackexchange.com/questions/67979/is-there-an-actual-rated-thrust-for-a-cessna-172-engine-at-takeoff-power#:~:text=As%20John%20K%20said%2C%20it,be%20aware%20of%20before%20takeof) puts the thrust of the 160hp, fixed pitch 172N at between 500-600 lbs force when at takeoff power.
You will trade lift at higher speeds of the roll-out, which will make your brakes less effective, for the drag at the higher speeds which will counter-act the downhill force.
It’s probably a 30+ second, white-knuckle ride down the roadway managing your energy, trying to keep the plane “stuck” on the ground and to not lock up the lightly loaded mainwheel brakes until you get it stopped just before the end of the useable portion.
I conclude that the uphill/downwind landing is the better choice for the following reasons:

Time.  Compared to the downhill/upwind landing you have about 30 seconds more seconds to collect your thoughts, take calming breaths, and possibly make a radio call reporting your position and situation on one of the straight legs of your “pattern”.  You buy the extra time by landing on the end of the roadway that is almost 350 feet lower than the top end.
Distance.  Right up until touchdown, the proximity of the ground is not a factor at any part of the uphill/downwind approach.  Contrast this with virtually skimming the ground for 15 seconds at the last of the downhill final.
Energy.  Granted, change in energy on the uphill approach happens much more quickly at the landing, but because you are flying up the slope there is some leeway on the timing and aggressiveness of the landing flare.  And once you are down, you will roll to a stop even if you don’t use the brakes.  On the downhill landing both your kinetic energy and your potential energy are working against you getting your aircraft stopped.  The relatively feeble upslope wind does little to help you here, and in fact, hurts you once down by producing more lift and reducing the weight on wheels for braking.  There will likely be an excruciating 30 seconds of managing flaps, brakes, and elevator so you can brake to a stop before the end of the useable roadway.