The simplest way is to fly it on the autopilot. Then you fly as fast as you can or want onto the localiser, slow down to intercept the GS at the gear limiting speed (130kt for me), and then gradually bring back the power so as to be at the landing flap limiting speed (about 100kt for me) at the DH. With the drag of the full flap, one can slow down from 100kt to the landing speed even if one gets visual at just 200ft, without engine management issues because the power setting (and the CHT) is quite low at that point.
One can do the same flying by hand but obviously it needs more concentration...
The above offers the greatest respect for fast traffic following behind.
In really crap conditions, knowing the approach is likely to be to minima, it is easier to configure earlier. In that case, perhaps fly the localiser at 90kt; dropping the gear and 1st stage flap at the GS intercept should give you a -500fpm descent (on most IFR SE types) but still 90kt (no trim wheel change) and then you go full-flap when visual.
The most extreme case I know is a circling approach to 20, off an NDB/DME to 02 (flown using the GPS OBS mode, obviously
) at 800ft, with a hill very close on the right. In this case I configure to landing i.e. about 85kt and gear down full flap when flying level prior to breaking off to the right, so the circling turn involves nothing more than a big power reduction and the left descending turn to a landing. But in that case I will still be doing 120kt+ up to the base turn.
IMHO one should never fly procedures really slowly e.g. 70-80kt because of the small margin above Vs and a lack of control authority.