MD80 FLT CREW DISREGARDED D10 APCH CLRNC SPD RESTR APCHING THE DFW RWY 17L ILS FAF TO BEGIN LNDG CONFIGN AND STABLE APCH REQUIREMENTS.

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APCH CLRED FLT FOR ILS RWY 17L; MAINTAIN 180 KTS TO MENOL. ATIS RPTED 100 FT CEILINGS; 1 1/2 MI VISIBILITY WITH RWY RVR 5000-6000 FT. CAT 2 ILS BRIEFED. I WAS IN MAP WITH CAPT IN RAW DATA. 1.5 MI PRIOR TO MENOL INTXN; SELECTED GEAR DOWN AND APCH FLAPS 40 DEGS. ACFT BEGAN TO SLOW DOWN TO APCH SPD OF APPROX 130 KTS. APCH CALLED AND ASKED US TO SPD UP. WE WERE 144 KTS AT THAT TIME SLOWING TO VREF. I SAW AN FMS WAYPOINT MESSAGE WITH .4 DTG. CAPT RPTED INSIDE MENOL. APCH SAID HE WAS SHOWING US 2 MI FROM MENOL. I SWITCHED TO RAW DATA AND SAW 5.0 DME (MENOL IS 5.2 DME). AT THAT TIME; WE WERE TRACK/TRACK; GEAR DOWN; FLAPS 40 DEGS ON GLIDE PATH. WITH THE RPTED WX AND A CAT 2 ILS BRIEFED; IT SEEMS TO ME THAT ASKING SOMEONE TO SPD UP JUST PRIOR TO THE FAF IS A BAD IDEA. WE CONFIGURED THE ACFT TO BE IN A LNDG CONFIGN AT THE FAF TO ALLOW FOR STABLE IFR APCH. IT'S OBVIOUS; EITHER OUR DME WAS OFF OR THE APCH CTLR'S RADAR WAS OUT OF CALIBRATION. I DID NOT THINK SLOWING DOWN AND CONFIGURING 1.5 DME PRIOR TO MENOL WOULD CAUSE PROBS WITH APCH'S SPACING. MAINTAINING 180 KTS UNTIL THE FAF AND THEN THROWING EVERYTHING OUT AND TRYING TO SLOW DOWN AND GO DOWN ON A CAT 2 APCH IS NOT THE WAY TO DO BUSINESS. EVEN WAITING UNTIL 1.5 BEFORE TO SLOW DOWN IS PUSHING IT IN MY HUMBLE OPINION. PROBABLY SHOULD HAVE SAID SOMETHING TO APCH ABOUT SLOWING DOWN JUST PRIOR TO MENOL; BUT DON'T KNOW HOW WE COULD HAVE GOTTEN THAT INTO THE RADIO CHATTER; BECAUSE HE WAS TALKING A MI A MIN ALLOWING ONLY ENOUGH RESPONSE TIME TO REPEAT HIS VERBATIM INSTRUCTIONS BEFORE MOVING ON TO THE NEXT ACFT WITH INSTRUCTIONS. ADDITIONAL INFO RECEIVED IN NEXT DEBRIEF: ACFT POS/SPD DURING IMC APCH.