This is what I would do..
A/THR OFF (in the approved manner, move the T/L to the thrust you need, then push the button)
I would consider FD OFF, FPV ON.
You now need three hands to fly the a/c, so Captain flies, F/O sets thrust.
CAPT = PF. Left hand does roll (DIRECT LAW), right hand does pitch using trim wheel. If you think about this you are using the THS as an elevator. It is very powerful so make small movements. A pitch adjustment requires several movements of the wheel, and flying the a/c attitude requires all your attention. Stop thinking of the THS as a trim device, it is now your primary flying control in pitch.
F/O = PNF and sets thrust on PF orders - smoothly!
I would call for the N1 required and make small changes, allowing plenty of time and distance to establish on the approach. Don't fly minimum speeds, always fly a few knots fast at constant thrust, use SEL SPD while configuring and probably revert to Managed when fully established. On the approach aim to establish constant thrust, 5kt. fast is OK if your LDA is not critical.
Flare and Landing:
Think ahead about likely wind changes in the last few hundred feet (as you do on every approach. You do, don't you..). e.g a reducing headwind will alter the trim and give nose-down pitch, increasing headwind will make the a/c balloon..
Assuming you start with a stable approach...... As the a/c enters ground effect, it will want to pitch nose-down so you need to counteract that with a small movement of the THS. If you reduce thrust this will increase the nose-down effect, so I suggest leaving that until touchdown then a swift movement to idle. (Call it!) A small flare with the THS then at touchdown move it nose down and land the nosewheel.