You have to ask yourself why is direct law required at 200 kts only when slats are retracted.
My ancient FCOM circa 2000 "G+B SYS LO
PR Summary" recommended only lowering the gear when in Landing CONF and at VAPP even when the slats were retracted.
The significant change since 2003 was the introduction of A318 with a 6m shorter fuselage - hence shorter moment arm at the tail.
Probably the most difficult part of performing the G+B procedure is handling the aircraft whilst running the flaps from zero to F2 in one move at just below the F2 speed limit of 200 kts but above the "Stall Stall" warning. It is easy to trigger a momentary stall warning in the simulator by pulling some delta g as the flaps run out. In real life you would "feel" this delta g and respond instinctively by lowering the nose. There is no delta g sensation in the simulator so the pilot often lags behind the simulator and can unintentionally activate the stall warning.
Better pitch control is achieved in direct law with manual thrust and manual pitch trim - ask any Boeing pilot.