Another little trick you might try out: if you don't "see the ground" yet (ie. unable to judge height/sink rate), listen to the radalt auto-call outs and adjust the flare accordingly. The faster they go, the higher the sink rate, the bigger flare you need and vice-versa...

This technique worked very well for me during my line-training. Before Airbus conversion I had flown a certain turboprop (as my nickname suggests:)), which had a totally different landing technique (low, shallow flare, with power in until just before touchdown). The proper "picture" during flare on the 'Bus initially seemed very unnatural to me, so I cheated a bit using the radalt call-outs to judge the height/sink-rate. After some time I got used and started "seeing it" - so will you. :)

What do you guys mean by reverse flare/ de-rotation?

If you are still getting the hang of 321 touchdown, it might be wise to delay any thought of de-rotation until you have a bit more time to adjust your normal technique. I am retired with a lot of time on 320 and 321. Have de-rotated on both and also 727-200 with usually good results, but a stabilised approach with a conventional flare is recommended.

You probably noticed that in 320 and 321 sim and line training it was not taught. You should wonder why.

In RAAF Caribous during Vietnam war, it was sometimes practice to select full reverse power before touchdown. Also something that was not taught but could give a great result. But I have seen one prop stuck in forward thrust during the flare and landing roll on a short and narrow strip. De-rotation is not quite in this league, but I'm sure you can get the message. Best to stick with the established standard where possible.