Fly a stabilised approach to start with. Use the Rad Alt callouts as your queue for flaring. I was told count "1,2" after hearing "30" on the callouts to begin flare on a 757 and count only "1" on the 767, so you should be flaring before you hear "20".
As nollocks says though, the FCTM is very good, and one of your problems may be your description of 'chopping' the power. Boeing don't mention this, they talk of reducing power to be at idle as the main wheels touch down. Chopping it before then does lead to it dropping on to the runway.
As for greasing it, for all those others out there, especially pax, again Boeing mentions greasing it on in a roundabout way; "Do not hold off unduly attempting to make a smooth landing" What they mean is you will eat up runway at an alarming rate if you are trying to feather it on using a bit of pitch and power, also, if the power is off you start getting close to tailstrike country by unduly holding off to achieve the soft landing.
Once you transition to visual keep the aiming point fixed in the screen, flare at the right height, at the right speed and achieve the aiming point and you will touch down at the right place and it shouldn't be too hard a landing. I've not met a training captain yet who criticised the 'weight' of my landing, only if I didn't keep the 2 reds 2 whites and achieve the aiming point at the right speed. Getting them all together at the same time is the hard bit, but with a bit of ruthless honesty you can usually decide which element it was that you didn't get exactly right and which was the major contributing factor to all those complaints from the cabin crew. At least I managed to work it out and still do! If not, even if you have finished training, always ask the captain for his views, it's always easier to spot the mistakes of the PF when you're not doing the flying, do let him put his headset back on and his teeth back in before asking though!
PP
Oh, and a quick edit to mention (I don't know how elementary you want me to get) remember that once the aiming point disappears under the nose to lift your gaze to the far end of the runway and use your peripheral vision to see the 'sink rate' onto the tarmac. This was something I found hard to do when I first started on the 75. It does work wonders though for getting the feel of when the thrust levers should be fully closed.