I believe (but haven't checked) places like LAX require the IFR to follow the approach to the MAP or DH (or for an ILS thrown away early) to proceed to the localizer MDA and then the MAP. All of this so that the VFR transit IS separated even on a go around and the transit would typically be around 1000 feet above the MDA.
Roffa - It does seem, as an end user, that some ATCOs try to apply IFR standard separation for VFR/IFR (RAS seems even more conservative - However in Class G you never can tell if the non-participating is IFR or VFR
). Even in Cowboy Land (USA) the controllers aren't supposed to let an IFR and VFR blip merge, which seems a reasonable compromise on workload, following the airspace rules, and Duty of Care.