EMB135 CLRED FOR VISUAL APCH TO FLL SLOWS TO FOLLOW B737 RESULTING IN A GAR WITH FOLLOWING TFC.

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ON APCH BEING RADAR VECTORED TO RWY 9L AT FLL. ATC GAVE US A HDG OF 220 DEGS AND A CLRNC TO DSND AND MAINTAIN 3000 FT. HE INSTRUCTED US TO HOLD AN AIRSPD OF 180 KTS. WE COMPLIED WITH ATC INSTRUCTIONS AND RPTED RWY IN SIGHT. THE CTLR POINTED OUT TFC AT OUR 11 O'CLOCK POS. WE RPTED TFC IN SIGHT; A B737. THE CTLR THEN CLRED US FOR THE VISUAL APCH TO RWY 9L TO FOLLOW A B737. HE INSTRUCTED US TO MAINTAIN 170 KTS UNTIL 5 MI OUT AND ADDED THAT 170 KTS SHOULD BE GOOD FOR TFC SEPARATION. WE PERCEIVED THE 170 KT CLRNC AS AN ADVISORY INSTRUCTION DUE TO THE CTLR'S PHRASEOLOGY WITH THE WORD 'SHOULD;' AS WELL AS THE VISUAL APCH CLRNC BEHIND THE TFC. AS WE TURNED ONTO FINAL APCH; WE BEGAN TO CLOSE ON THE B737. THE TCASII SHOWED THE TFC IN FRONT OF US TO BE APPROX 4 MI AND CLOSING AT OUR SPD OF 170 KTS. WE ALSO HAD WAKE TURB CONSIDERATIONS TO DEAL WITH. WE BEGAN A SPD REDUCTION OF ABOUT 10-15 KTS AT 7 MI FINAL. WE THEN CONTACTED TWR AS INSTRUCTED AND THE TWR CLRED US TO LAND #2 BEHIND THE B737. AT THE MARKER; WE CONFIGURED FOR LNDG AND BEGAN TO SLOW TO OUR FINAL APCH SPD; AS OUR COMPANY APCH PROFILE INDICATES. WE COMPLETED ALL APPROPRIATE CHKLISTS AND LANDED AT FLL ON RWY 9L. AFTER CLRING THE RWY; WE WRE GIVEN OUR TAXI INSTRUCTIONS TO THE GATE. WHILE TAXIING TO THE GATE; THE GND CTLR GAVE US A PHONE NUMBER AND INSTRUCTED US TO CALL MIAMI APCH TRACON. AFTER SHUTTING DOWN THE ACFT AND COMPLETING ALL APPROPRIATE CHKLISTS; I CALLED THE NUMBER AS INSTRUCTED. I SPOKE TO A CTLR WHO WANTED TO KNOW IF WE SLOWED DOWN AND WHY WE SLOWED DOWN. I TOLD HIM OUR SIT AND THE INSTRUCTIONS THAT WE RECEIVED; AND HOW WE PERCEIVED THE INSTRUCTIONS. HE INFORMED ME THAT THE TAPES WERE GOING TO BE PULLED; BECAUSE HE HAD TO INSTRUCT A CPR JET TO GO MISSED APCH.