I must admit our -800 sim gives a very significant amount of buffet. Perhaps no where near that of an aircraft but I can't imagine not noticing..
In the simulator, that is a good reason for the instructor to follow up the high level stall recovery (37,000 in the case of the 737 CL) where heavy buffet occurs well before stick shaker actuation, with a stall recovery in the landing configuration at low altitude - typically ILS - where the stick shaker occurs and no buffet at all. The contrast between the two types of stall and recovery technique (clean high altitude and landing configuration on final), is quite astounding.
Replicating the Turkish Airlines B737 Amsterdam accident where the thrust levers closed due to a defective radio altimeter while flying the ILS is also most instructive.
There, the continuous back trimming of the stabiliser as the autopilot tries to maintain the aircraft on ILS glideslope at idle thrust means when the stall recovery is attempted when the stick shaker actuates while disconnecting the autopilot, considerable forward stab trim is needed for several seconds, coupled with a delicate balancing act in terms of elevator pitch control by the pilot to prevent critical height loss during the recovery phase from VREF minus 25 knots. This is where manual flying skills are absolutely vital; especially if the event happens in IMC or night.