A320 CAPT IGNORED FO SUGGESTION OF A GAR BECAUSE OF AN UNSTABILIZED APCH; WINDSHEAR; AND DELAYED TWR CLRNC TO LAND.

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VISUAL APCH WITH CLRNC TO CONTACT TWR AT THE MARKER. FLAP 3 DEG CONFIGN FOR WINDSHEAR PRECAUTIONS. CAPT FLYING; AUTOPLT OFF; AUTOTHROTTLES OFF; MANAGED SPD MODE. I WAS PNF. UNABLE TO CONTACT TWR AS DIRECTED DUE TO FREQ CONGESTION (TWR GIVING GAR AND TKOF INSTRUCTIONS TO SEVERAL ACFT ON OTHER RWYS). ATTEMPTED CONTACT MULTIPLE TIMES. AT 500 FT AFE; ENGS MANUALLY AT IDLE; 2 DOTS ABOVE ILS GS; NO LNDG CLRNC; PNF SAID 'GO AROUND.' NO REACTION FROM PF. KNOWING WE HAD EXCESS ENERGY AND ASSUMING PF WAS JUST SLOW TO REACT; PNF TOLD TWR THAT WE WERE GOING AROUND; AT WHICH POINT TWR ISSUED A LNDG CLRNC; SAID THEY WERE NOT SHOWING WINDSHEAR ON OUR RWY; THEN ISSUED GAR INSTRUCTIONS IF WE NEEDED TO GO AROUND. AT 300 FT AFE; STILL UNSTABILIZED; PNF AGAIN SAID 'GO AROUND;' TO WHICH PF COMMANDED; 'FLAPS TO FULL; WE ARE LNDG.' PNF POSITIONED FLAPS TO FULL AND CONTINUED TO MONITOR FOR DECREASING PERFORMANCE. TOUCHDOWN WAS MADE BEYOND THE TOUCHDOWN ZONE. STOP WAS MADE IN REMAINING RWY AND TAXI TO THE GATE WAS PER SOP. TASK SATURATION (RELATIVELY NEW TO THE BUS) AND TARGET FIXATION ON LNDG MAY HAVE CAUSED PF TO DISREGARD THE PNF CALL TO 'GO AROUND' FROM THE UNSTABLE APCH. ALSO; UNSTABILIZED APCH MADE IT DIFFICULT FOR PNF TO DETERMINE WHAT EXCEEDANCES WERE WINDSHEAR INDUCED VERSUS PLT INDUCED.