B737 CREW DEALING WITH YAW DAMPER INOP HAS DIFFICULTY WITH APCH AND TAXI AT CYYZ.

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YAW DAMPER WAS INOP AND PLACARDED AS PER MEL. FO WAS THE PF. VERY TURB APCH. APCH CTL INSTRUCTED US TO 'MAINTAIN 170 KTS.' APPROX 9-10 MI RADAR VECTOR TO ILS FINAL APCH SAID WE WERE '4 FROM THE SLOPE; CLRED FOR THE APCH; CONTACT TWR AT ???.' AT GS INTERCEPT; WE WERE IN LNDG CONFIGN AND THE FO SLOWED TO FINAL APCH SPD; VREF +10 KTS (APPROX 135 KIAS). UNSURE OF THE FIX NAME; I CONTACTED TWR AND WAS TOLD 'YOU'RE #3.' SHORT TIME LATER; TWR TOLD US TO RETURN TO APCH FREQ. THE CTLR WAS ANGRY THAT WE HAD NOT MAINTAINED 170 KTS AND RETURNED US TO TWR FREQ. I DID NOT HAVE TIME TO EXPLAIN OUR YAW DAMPER WAS INOP AND THAT WE HAD SLOWED TO FINAL APCH SPD TO MINIMIZE DUTCH ROLL. WE LANDED TO THE S ON THE E RWY AND EXITED TO THE W SIDE. FO CONTACTED GND; TOLD THEM WE WERE UNFAMILIAR AND REQUESTED PROGRESSIVE TAXI. WE WERE CLRED TO 'CROSS RWY 33R; TAKE THE SECOND R ON TXWY A; HOLD SHORT OF RWY 24L ON TXWY W.' THE FO USED THE #2 RADIO TO CONTACT THE FBO TO CONFIRM OUR PARKING LOCATION. I DID NOT HAVE THE ARPT DIAGRAM (FO HAD ONLY COPY). THE MECH SEATED IN THE JUMP SEAT STATED 'IT'S OVER THERE; TURN L HERE; THAT'S WHAT WE DID LAST TIME.' THE HOLD SHORT LIGHTS WERE NOT ON AND WE INADVERTENTLY CROSSED THE ACTIVE RWY. ON THE OTHER SIDE OF THE RWY GND CTL TOLD US 'HEY GUYS; YOU JUST CROSSED THE ACTIVE.' I SAW A JET ON FINAL GOING AROUND. UPON ARR AT THE FBO; A MESSAGE TO CONTACT THE CTLR SUPVR WAS WAITING. I CONTACTED HIM AND DISCUSSED BOTH INCIDENTS. I FEEL THAT THE APCH CTLR'S INSTRUCTIONS WERE UNCLR AS HE DID NOT STATE HOW LONG TO MAINTAIN TO 170 KTS. THE GND CTLR WAS NOT REAL HELPFUL; EVEN WHEN WE STATED WE WERE UNFAMILIAR AND REQUESTED PROGRESSIVE. ONLY HAVING 1 ARPT DIAGRAM WAS NOT GOOD. USING CRM TO TAKE THE INPUT OF OUR MECH SHOULD HAVE BEEN BALANCED WITH HIS NON FLYING BACKGND; EVEN THOUGH HIS INSISTENCE THAT HE KNEW THE TXWYS. SUPPLEMENTAL INFO FROM ACN 459806: NIGHT; UNFAMILIAR ARPT; BUSY GND CTLR; LACK OF RWY HOLD LIGHTS; AND JUMP SEAT (NON CREW MEMBER) INTERJECTING MISLEADING DIRECTIONAL INSTRUCTIONS WHICH CAUSED INTERFERENCE AND CONFUSION.