Along the lines of what others have said...

On centerline, in the TDZ (preferably the first 2000ft, but meh) is all anyone who matters cares about. Bonus points if it's firm enough to make the spoilers deploy (important) but smooth enough to not make the B stew complain about their back problems (they'll get over it). People claim the EWT planes float more... honest to God I can't tell a difference. The 170 is more floaty than the 175 though (mostly by virtue of weight).

As you probably know by now, passengers will say "wow that was great" to some of your worst landings and shrug indifferently to your best ones. They've forgotten about it by the time you hit the highspeed, anything they say at the door is just because they couldn't think of anything else to say when they saw you.

Remember for every knot you add to vRef, you're going to have more energy in the flare. vRef is the number that Pt25 aircraft are expected to be at 50ft... if your company SOP is like mine, you're always at least 5kt above that. When people start adding 15kt to their approach speed (total of ref+20) because they're scared of a gust, and don't reduce below that when they get down low, they float like an empty oil tanker in rough seas. I'm not saying not to carry some extra energy when it's gusty, I'm saying that if you added it for the ATIS/anticipated winds and it's actually not that bad when you get below 50ft, remember to come to idle sooner than you might have otherwise. Ice speeds in a clean airplane... same sort of thing.

A safe landing is rarely a smooth landing.