BOEING 737 WAS BALLOONED OVER THE THRESHOLD BY DEPARTING BOEING 757; BOEING 737 WENT AROUND AND ENCOUNTERED BOEING 757 WAKE TURB.

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OUR VECTOR TO THE ILS RWY 19R HAD US INTERCEPT THE LOC ABOVE THE GS. WE THEN HAD TO SINK AT 1200 FPM TO INTERCEPT THE GS WHILE CONFIGURING AND RUNNING CHKLISTS. CONTACTED THE TWR AT THE OM AND RECEIVED LNDG CLRNC. IF HE SAID SOMETHING ABOUT A B757 TO DEPART PRIOR TO OUR ARR; I MISSED IT DUE TO HIGH WORKLOAD FROM THE BAD APCH VECTOR. WE BROKE OUT AT 700-800 FT AGL AND SIGHTED RWY A FEW SECONDS LATER. WE SAW AN ACR B757 IN POS ON RWY 19R. QUERIED TWR AND CONFIRMED LNDG CLRNC. TWR THEN CLRED THE B757 FOR TKOF AND CAUTIONED US ABOUT WAKE TURB. AT 50-75 FT AGL; JUST AS THE B757 WAS BREAKING GND; WE ENCOUNTERED MODERATE TURB AND A 15-20 KT SPD INCREASE. I ORDERED FO TO GAR. TURB HAD BALLOONED US ABOVE GS AND WITH SPD INCREASE I WAS CONCERNED ABOUT OUR ABILITY TO STOP ON THE 5700 FT RWY. (ALSO WORRIED THAT TURB COULD CAUSE A HARD LNDG.) ON CLBOUT; IN THE CLOUDS AT 1000-1200 FT AGL; WE ENCOUNTERED WAKE TURB FROM THE B757. FULL CTL DEFLECTION; IN EACH DIRECTION; WAS REQUIRED (BOTH PLTS ON THE CTLS) TO STOP THE ROLL. MAX BANK ANGLE REACHED WAS 15-20 DEGS. IF THE SNA TWR HAD NOT BEEN RESTR BY THE NOISE REGS; THEY COULD HAVE GIVEN US OR THE B757 HDGS TO INCREASE SEPARATION AND KEEP US OUT OF HIS WAKE.