I had to modify my landing style going from the bus to the 737. The bus would automatically profile a reduction to idle or near-idle in the flare with autothrottles on, so a lazy pilot could flare normally and wait until the plane started yelling "retard retard" to pull the throttles back. With this mechanization assisting landing, I could focus on actually flaring the plane and landing softly because I knew it was unlikely that I'd have an early power pull getting me slow in the flare.
In the 737, I'm doing the power pull. So timing the power pull and flare is significantly more tricky. The "better" method in my opinion is the "fly it on" technique, which is a slower/later power pull and flying it down to the runway as opposed to trying to flare it off for a soft touchdown. The fly it on method has been far more consistent for me, and I've noticed that almost every 737 CA I've flown with uses that method as well. The drawback can be slightly longer touchdowns especially if approach speed is high (or a big wind gust additive is being used), however as long as the pilot is aware of aimpoint control and runway length and the touchdown zone, then it's certainly manageable even on shorter runways with higher weight aircraft (737-800 into MDW or SNA for example). Just fly it on, plop it down early if runway length is even remotely questionable, and brake like there's no tomorrow with full reversers, and there's usually plenty of room even with a wet runway.
The only "trick" is to make your go-around decision in the approach briefing, not in the flare watching unusable/unused runway disappear under your butt.
