LGT CREW WAS PROVIDED POOR ATC HANDLING ON ARR AT LAX.

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PROB AROSE DUE TO ATC MISHANDLING. WE WERE ON CIVET ARR AND PULLED OFF AND CHANGED TO MITTS ARR FOR RWY 24R. WE WERE TOLD TO MAINTAIN VISUAL WITH ACFT BELOW AND TO OUR L ON FINAL FOR RWY 25L. WE ADVISED UNABLE DUE TO CLOUD DECK BELOW THAT ACFT. ATC THEN TOLD US TO MAINTAIN 7000 FT AND SLOW TO 150 KTS; A 100 KT REDUCTION. AS WE WERE SLOWING DOWN; WE WERE ASSIGNED 5000 FT. WITH FULL SCALE FLY-DOWN INDICATION ON GS AND APPROX 8 NM FROM ROMAN; ATC CLRED US FOR THE ILS RWY 24R APCH. WE REFUSED APCH AS THERE WAS NO WAY TO ADHERE TO STABILIZED APCH SOP PER FLT OPS MANUAL. WE WERE THEN VECTORED N OF LCZR AND CLRED TO 3000 FT; THEN LATER TO 2500 FT. TURNED ONTO LCZR AT 2500 FT AND TOLD TO INTERCEPT. WHILE TRACKING INBOUND ON LCZR; AT 2500 FT WE WERE CLRED FOR APCH. WHILE ON AUTOPLT; I ARMED APCH MODE. THE ACFT PITCHED UP LIKE IT WAS CAPTURING THE GS. I WAS TRYING TO DETERMINE WHY ACFT WAS CONTINUING TO CLB AND ADD THRUST AND BY THE TIME I TURNED AUTOPLT AND AUTOTHROTTLES OFF; ACFT HAD CLBED TO APPROX 2850 FT MSL. I IMMEDIATELY STARTED A DSCNT BACK TO 2500 FT. MY SLOW REACTION ALLOWED THE ACFT TO DEVIATE FROM ALT. NORMAL ACFT REACTION WOULD HAVE BEEN TO MAINTAIN 2500 FT UNTIL INTERCEPTING THE GS. I BELIEVE THE AUTOFLT SYS WAS REACTING IMPROPERLY DUE TO THE RACETRACK PATTERN NE OF THE FINAL FIX.