General aviation pilot reported in flight and on the ground conflicts with another aircraft in the pattern. Pilot landed and taxied to parking.

Narrative

Aircraft left ZZZ at XX:49hrs for direct flight to INJ at 4500ft VFR. At 15NM from landing field; AWOS was obtained and initial call made on 122.9 at 12NM. 2 other aircraft were noted in the pattern; Aircraft Z and Aircraft Y; both performing touch and go landings. Right seat pilot was monitoring TIS on ADS-B and noted that Aircraft Z was flying standard pattern but Aircraft Y was flying noticeably tighter and faster patterns; he opined that the Aircraft Y pilot was attempting to maximize his touch and goes per hour. Aircraft Z pilot gave standard calls but Aircraft Y called he was making close pattern and short approach as we got closer to the field. Another call was made at both the 4 mile and 2 mile points expressing our intention to join 45o to left downwind for RW 16 to land full stop. We observed him turning base at about the north end of runway 16. As we preparing to join the pattern as per our call; we surprised to hear Aircraft Y call crosswind so quickly after landing; and he was not painting on the ADS-B at the time; I ID'd an aircraft that I assumed was him but may have actually been Aircraft Z. In fact Aircraft Y was making a 180o turn from takeoff yet flying a wider downwind than previously. As I turned on to downwind at pattern altitude; I briefly caught sight of Aircraft Y about 200ft above and 1000ft to my left; I took evasive action by descending 200ft and widening my downwind leg as Aircraft Y was moving at an estimated 50kts faster than my own speed; in order to let him fly over me safely. Instead he maneuvered violently into a right hand turn while berating me over the radio. I elected not to respond and continued to make my approach and landing; calling base; final and short final; expressing that this was to be a full-stop on every call. INJ has a limited taxiway that only serves the N 1/3 of the runway. Landing long; I elected to continue in a fast taxi to make use of the turn-round at the S end of the runway to clear the active for other aircraft. I declared this on the radio as soon as I realized I would not safely make the turn-off for the ramp. I was unaware that Aircraft Y was now so close to me on final that he felt he had to do a go-around; having apparently made the decision not to space correctly by extending his downwind leg; or reducing his speed. Another stream of radio invective followed; which I again did not respond to. By the time I had positioned on the cut-off; Aircraft Z was on short final for touch and go; so I waited until the first safe moment after the Aircraft Z's touch and go to fast back-taxi N to the ramp exit. As I did so I watched Aircraft Y do another tight 180o to a very short final. I had cleared the active runway safely but he was determined to make his point with another exaggerated go around. He then abused me over the CTAF; calling me a 'menace'. I responded that he had been told I was back-taxiing; he should know that there was no taxiway alternative and should have planned accordingly; and that he would benefit from a review of the rules of priority concerning aircraft landing and on the runway. The abuse continued; but as I had by this time parked up and shut off the engine; I switched off my radio and continued my tie-down. Subsequently the Aircraft Y pilot changed to making stop and goes; passing close to us and our parked aircraft in what I assume was an attempt to intimidate me.1. I should not have assumed that an aircraft in the pattern would by default exhibit the behaviors and courtesies most pilots abide by. The Aircraft Y pilot behaved as if the pattern and runway was prioritized for his use and he was not prepared to compromise his short/close patterns because other aircraft were also using the field. I should have noted his aggressive style of pilotage earlier and acted accordingly.2. I should not have responded angrily on the final radio exchange. It did nothing to deescalate the antagonism the Aircraft Y pilot felt toward me.3. TIS on ADS-B is not to be trusted for accurate ID of other aircraft in confined areas such as the airfield pattern. If I cannot visually identify all the aircraft I believe are in the pattern; then I should remain clear until I can.I have written this report in concert with my right-seat pilot; who holds an SEL land private certificate. He is willing to submit a supporting statement if it would be beneficial.