Being only A330/340 rated, I can say that going into Emergency Electrical config is a RED land ASAP, with with planning in mind. Adding any form of smoke into this equation highlights the point of landing even sooner.
A pilot is able to restore from Emergency Electrical configuration, but will not be able fully restore and there some consequences, hence the request for the longest runway. The RAT is driving the green hydraulic system, which is driving the Emergency Generator, therefore the landing gear needs to be dropped via the Emergency gear down, so as not to interrupt to RAT driving the EMER generator circuit, leaving no nose wheel steering amongst other things after landing. (I am not A320 qualified and no time in it)
Smoke in the Airbus checklist is bit like having the evening fireplace smoking into the living room. Doing a SMOKE REMOVAL by opening the windows ain't going to stop the smoke. First the scource needs to be isolated via, aircon packs off, or isolating electrical busses, the electrical supply. This in turn would supposedly stop the living room fire and now the SMOKE REMOVAL is applied.
If in doubt and SMOKE still persists, turn the power off to the house (put the aircraft ino EMER ELEC CONFIG) and consider opening the windows if needed, but the point is, the problem/scource needs to be found first first.
Some folk feel the need to go straight to main box and kill the power to the house (put the aircraft ino EMER ELEC CONFIG) and then deal with the source, which is not always the way to deal with it.
AVIONICS SMOKE is detected in the outflow(exhaust flow), so it is more difficult to tell which radio/computer is being fried, but it may not put smoke into the cockpit, as it is only being detected in the avionics exhaust flow. Different checklist, although important too.