A B757-200 PIC RPT ON AN ATC SIT THAT CREATED AN UNSTABILIZED APCH INTO MEM; TN.

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APCH ASSIGNED US RWY 36L FOR LNDG AND THEN HELD US UP HIGH/FAST (210 KTS/6000 FT). FINALLY RECEIVED APCH CLRNC FOR A VISUAL WITH A TURN INSIDE THE MARKER. PIC TOLD APCH UNABLE TO ACCEPT BECAUSE WE COULDN'T MAKE IT DOWN PROPERLY MEETING COMPANY REQUIREMENTS FOR A STABILIZED APCH. ASKED FOR AN EXTENDED DOWNWIND BUT THEN WAS TOLD BY APCH (AFTER HDOF) THAT WE WERE NOW CLRED FOR A VISUAL TO RWY 36C. (APCH STILL HAD US HIGH/FAST.) NEEDLESS TO SAY; WE WERE HIGH/FAST ALL THE WAY AND LANDED LONG ON RWY 36C (BUT ON SPD). WX WAS FINE; NO ACFT PROBS; NO OTHER TFC TO WORRY ABOUT; BUT IT WAS SLIGHTLY UNCOMFORTABLE BEING IN THAT SIT AND TECHNICALLY DIDN'T MEET OUR COMPANY STANDARDS FOR A STABILIZED APCH INSIDE 1000 FT AGL. PNF (FO) DID A NICE JOB FLYING THE ACFT SINCE APCH CTL WAS THE ONE THAT HANDLED US POORLY AND SET US UP BUT I (PIC) SHOULD HAVE REFUSED THE CLRNC OR SHOULD HAVE GONE AROUND ON A MISSED APCH. WE HAD NO PROB STOPPING AND ACTUALLY CLRED THE RWY WHERE WE USUALLY WOULD HAVE (OVER 11000 FT RWY). LESSONS LEARNED: 1) PIC SHOULD HAVE GONE AROUND -- NOT ACCEPTED SET-UP. 2) MEMPHIS APCH STILL TREATS B757'S LIKE DC9'S OR B727'S. WE CAN'T GET DOWN FAST AND SLOW UP FAST LIKE OTHER ACFT. THE B757 IS VERY UNIQUE IN THIS SIT -- YOU HAVE TO HAVE PLANNING. 3) RECOGNIZED THE IMPORTANCE OF A STABILIZED APCH -- NOT THE TIME TO BE CHANGING RWYS/WORKING THE FMC; CONFIGURING ACFT; ETC; DOWN LOW LIKE IT OCCURRED TO US. 4) APCH FACILITIES; ATC NEED TO BE EDUCATED ABOUT THE CAPABILITIES OF THE B757 AND ITS FLT CHARACTERISTICS. 5) PIC CALLED APCH CTL AFTER LNDG AND VOICED MY CONCERNS ABOUT HOW WE WERE HANDLED. I RE-EMPHASIZED THE IMPORTANCE OF A STABILIZED APCH AND COMPANY POLICY.