alf5071h is basically correct - g-break really refers to the lift behaviour, not the pitching behaviour.
Where there may be some overlap in the two (and where pilots and engineers may disagree) is that you're sat sometimes a long way forward of the cg. As a result an aircraft with a pronounced pitch-down at the stall may feel like there's a distinct loss of lift associated with it, due to the pitch rate/acceleration effects when sat forward of the cg. But there may in fact be no real g-break in the data measured at the cg, which is what us graph-plotters care about.