UNSTABILIZED MANUALLY FLOWN APCH TO IND RWY 32 IS CONTINUED TO LNDG DESPITE PF REQUEST FOR GAR.

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AFTER XING THE DECEE INTXN; IND APCH CTL CHANGED RWY FOR LNDG; CLRED US TO INTERCEPT THE LOC FOR RWY 32; WHICH IS 317 DEGS. AT THE TIME; WE WERE VMC; ATIS RPTING CEILINGS AT 4800 FT; TOPS AT 6000 FT. THE CAPT HAD CHANGED THE FMC FOR ME. I WAS FLYING WITH AUTOPLT OFF. AFTER INTERCEPTING THE LOC TRACKING INBOUND; CLRED DOWN TO 3000 FT; CLRED THE APCH; THE CTLR WANTED US TO KEEP OUR SPD UP TO THE MARKER; 180 KTS. DURING THE APCH; I WAS BRACKETING TO MAINTAIN APPROX 1/2 DOT ON THE LOC. IN DOING SO; I GOT A LITTLE LOW CAUSING THE TWR CTLR TO WARN US THAT THE 'LOW ALT WARNING' WENT OFF. HE INFORMED US OF A NEW ALTIMETER SETTING AND I LEVELED OFF. WE WERE OUTSIDE THE MARKER; AT 2800 FT; AND LOW INSIDE THE MARKER AT 1 1/2 DOTS R OF COURSE. I WANTED TO EXECUTE A MISSED APCH; BUT THE CAPT TOOK OVER THE CTLS; WANTING TO SALVAGE THE APCH. AS WE DSNDED THROUGH 1000 FT; LNDG FLAPS WERE NOT SET AND ABOUT 1/3 - 1/2 DOT R OF COURSE. WE BROKE OUT AT ABOUT 600 FT ABOVE; VMC AGAIN. ATIS WAS NOT EVEN CLOSE. THE CAPT SAID TO ME 'YOUR ACFT.' I SAID 'YOU LAND -- YOU HAVE IT.' HE REPEATED HIS INSTRUCTION. I TOOK THE CTLS AND LANDED UNEVENTFULLY. SEVERAL FACTORS AFFECTING THIS APCH; MOSTLY HUMAN; BUT WX PLAYED A PART. IN AN ELECTRIC ACFT LIKE THE B737-800; PLTS LET ALL OF THE AVIONICS DO 'ALL' OF THE WORK. IN DOING SO; PLT SKILLS GET RUSTY; AS MINE HAD; CAUSING A SLOPPY APCH AND NOT CORRECTING FOR STRONG XWINDS AGGRESSIVELY ENOUGH. A SLOPPY APCH CAUSED THE TWR 'LOW ALT' WARNING TO GO OFF. BELIEVING THE CEILINGS WERE AT 4000 FT LED ME TO WANT TO FLY A MANUAL APCH. PRACTICING MANUAL APCHS ARE BEST PERFORMED IN VMC; SO IF WE EVER HAVE TO PERFORM A REAL MANUAL APCH TO MINIMUMS; IT CAN BE ACCOMPLISHED UNEVENTFULLY. DUE TO OUR ARR TIME; WE HAD NOT PICKED UP THE MOST CURRENT ATIS INFO.