FMC EQUIPPED ACFT HAS PROBS ON A 'SLAM DUNK' APCH INTO DFW.

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ON APCH TO ILS 18R IN DFW HIGH DOWNWOND AT 11000 FT 21O KTS. STEPPED DOWN TO 10; 9; 7000 FT AND THEN TOLD BY APCH IT WOULD BE A SHORT APCH. TAILWIND ABOUT 40 KTS ON DSCNT ON DOWNWIND. AFTER BEING TURNED TO A 150 DEG HDG AND DSCNT TO 4000 FT WERE CLRED TO INTERCEPT THE LOC FOR RWY 18R AND ASKED TO KEEP SPD UP TO OM. IMMEDIATELY THEREAFTER FLEW THROUGH THE LOC AFTER GETTING A LOC CAPTURE ON FLT MODE PANEL. WERE THEN CLRED FOR ILS 18R AND DSCNT TO 2300 FT. WERE IMC THROUGHOUT THE APCH. AFTER ARMING THE ILS; FLT DIRECTOR WENT TO HDG HOLD AND VERT SPD MODES. AT THAT TIME WE WERE L OF LOC AND SLOWLY CORRECTING BACK AT THAT TIME FINAL APCH MONITOR GAVE US 15 DEG RADIAL TURN AND RECLRED US FOR ILS 18R. BELIEVE THE DFW SLAM DUNK APCH WHICH WE DO CONTINUALLY IN VFR CONDITIONS GETS CTLRS AND PLTS USED TO HIGH SPD UNSTABLE APCHS WHICH WHEN IMC CAN LEAD TO LOC OVERSHOOTS. ALSO THINK THE AUTOMATED COCKPIT GETS YOU USED TO USING THE COMPUTERS FOR NAV WITH LESS RELIANCE ON RAW DATA. SUPPLEMENTAL INFO FROM ACN 261973: WE ARMED THE LOC AND HE THEN CLRED US TO 2300 FT. AGGRESSIVE DSCNT AND TURNS GIVEN BY APCH CTLR LED TO A HIGH; FAST; TIGHT; FINAL JOINING INSIDE THE MARKER; LEADING TO AN OVERSHOOT FINAL IN IMC. HIS THINKING (I BELIEVE) WAS TO GET US DOWN UNDER THE WX SO WE COULD SHOOT A VISUAL APCH. WE DID A COMPLETE A VISUAL APCH; BUT FROM BTWN THE RWYS. THIS MANEUVER WOULD HAVE WORKED GREAT IN VISUAL CONDITIONS OR POSSIBLY HAD THE CEILING BEEN HIGHER.