TB, in slot #113, posed a question about the special characteristic of that -600 model
"... what amount of rudder displacement occurred with those pedal movements ...[?] ... that amount of pedal displacement ... doesn't sound like a tremendous amount ..."
These pilot-readers are mostly focused on PILOT-factors, the engineering weaknesses sometimes get less attention on such forums.
Aircraft Pilot Coupling is discussed in that AAR-04/04, on pgs 150-2,
"... Another design characteristic of the A300-600 rudder system that may increase its susceptibility to an APC event is the changing performance as airspeed increases (a characteristic of all variable stop rudder systems). For APC prevention, the NRC report notes that a flight control system should be designed “to perform consistently throughout as much of the flight envelope as possible.” Although the design characteristics of the A300-600 provide a consistent ratio between the rudder pedal and rudder surface deflection at all airspeeds, the response of the airplane to a given rudder pedal input increases as airspeed increases, resulting in significantly different performance characteristics at opposite ends of the design envelope...."
In the flight 587 accident sequence, the small pedal displacements of the A300-600 rudder control system at 240 knots may have facilitated the first officer’s large, rapid inputs to the rudder system. The first officer performed sustained full alternating rudder pedal inputs that led to a hazardous buildup in sideslip angle in a short period of time. A system with large pedal displacements would make achieving these inputs more demanding physically, providing greater feedback regarding the magnitude of the pilot’s efforts on the controls. Thus, the ability to achieve full rudder deflection with the small pedal displacements on the A300-600 at 240 knots was a likely factor in sustaining the flight 587 event.
From AAR pg 24 you can read about magnitudes, here's the point:
"... In designing the A300-600 rudder control system, Airbus made two changes to the rudder control system that was used on the airplane’s predecessors, the A300B2 and A300B4. First, Airbus decreased the forces required to depress the rudder pedals on the A300-600...."