B752 CONCERNED WITH APPARENT PENALTY VECTORING BY SCT DUE TO A FASTER APCH SPD ASSIGNED; BUT NOT ACCEPTED.

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AFTER BEING CLRED FOR THE LOC APCH; AND ESTABLISHED ON THE LOC APCH TO RWY 27 AT SAN; WE WERE SUBSEQUENTLY TOLD TO CLB TO 5000 FT ON A 270 DEG HDG AND OUR APCH CLRNC WAS CANCELED; BECAUSE OF FASTER TFC BEHIND US (YES; THAT'S RIGHT!). WE HAD FLOWN THE BARET STAR INTO SAN; AND HAD BEEN INSTRUCTED TO 'KEEP OUR SPD UP;' WHICH WE DID. AFTER PASSING BARET INTXN; WE WERE ASSIGNED A VECTOR HDG FOR VECTORS TO THE LOC; RWY 27 APCH TO SAN AND ISSUED A SPD REDUCTION TO 220 KIAS. WE WERE THEN ISSUED A VECTOR TO INTERCEPT THE LOC AND 'CLRED FOR THE APCH.' WE WERE SUBSEQUENTLY INSTRUCTED TO MAINTAIN 180 KTS UNTIL A 5 MI FINAL; WHICH WE DECLINED TO CONCUR WITH; BECAUSE THE FINAL APCH SEGMENT HAS A GS ANGLE OF 3.5 DEGS. AS A RESULT; IT IS NECESSARY TO BE CONFIGURED 'ON PROFILE' AT FINAL APCH SPD; SO AS TO BE ABLE TO FLY A STABILIZED APCH; ON-SPD; SAFELY; WHEN INTERCEPTING THE GLIDE PATH ANGLE; WHICH OCCURS AT OR NEAR THE SWATT INTXN. ANY SPD ASSIGNMENTS BY ATC; ONCE AN APCH CLRNC IS ISSUED; IS DEPENDENT ON PLT CONCURRENCE. THE SOCAL CTLR; HOWEVER; ATTEMPTED TO INTIMIDATE US INTO FLYING A FASTER; UNSTABILIZED APCH BY THREATENING US WITH PULLING US OUT OF THE APCH SEQUENCE. HE MADE GOOD ON HIS THREAT; SHORTLY THEREAFTER; AND CANCELED OUR APCH CLRNC; VECTORING US AROUND FOR ANOTHER APCH; AND TURNING US OVER SWATT INTXN AT 5000 FT MSL; PUTTING US ON A 4 DEG GS FOR THE RWY. WHEN I REQUESTED AN EXPLANATION FOR THE ATC INITIATED MISSED APCH; I WAS TOLD THAT THERE WAS FASTER TFC BEHIND ME! USUALLY; THE SLOWER ACFT AHEAD HAS THE RIGHT-OF-WAY! HIS EXPLANATION FOR A TURN OVER SWATT AT 5000 FT MSL; ON THE SECOND APCH; WAS 'TO KEEP US IN CLASS B AIRSPACE.' I UNDERSTAND CLASS B AIRSPACE NEEDS; BUT NOT TURNING US BACK IN TOO HIGH TO ESTABLISH A STABILIZED SAFE APCH.