I believe the certification required a higher force to signal to the pilot the approach to the stall - enter MCAS.
Greetings, good sir. - I trust you and your good lady continue to enjoy retirement life.
The LSS concern is across the speed spectrum, where the pilot needs to feel more pull - the further below trim speed - or push - above trim speed - for the stability considerations to be acceptable. It's not really a relation to specific speed, stall or otherwise. Unfortunately, some aircraft, especially at lower speed/high alpha, and high thrust, can see the "up" lift force at the front of the engine installation cause a nose up pitch contribution which reduces the pilot's pull force requirement when the aircraft is below trim speed.
As I indicated previously, I am aware of one aircraft for which the effect, in the absence of the SAS's influence, is to reverse the force gradient with speed and the pilot ends up having to reduce the pull force/push the stick to avoid a further reduction in speed. While that is flyable, it is not a good situation, requiring some out of left field knowledge and a very high level of concentration by the pilot. In general, the TP will rise to the occasion, while the rest of us would tend to fall by the wayside ...
As I read the tea leaves, the usual SAS systems and MCAS are looking to address the same concern, albeit by slightly differing techniques.