For one, you can't max perform the wing in the event you want everything out of it. On a Boeing, you can. Just remember, max performance on a swept wing is half the wing in a stalled condition and the wing, unlike a straight wing, stalls from the tip inwards.
Swept wings are generally designed so that the inner section will stall first. Otherwise pitch up will increase in a stall, which is unideal. Plus you lose aileron authority if the tips stall first.
To your point about a max performance turn, on an Airbus you simply pull all the way back. This is simple and instinctive, and there is no need to "feel" for the required level of pull. You immediately get max available turning ability. When you're in a terrain avoidance manoeuvre or windshear, you neither want to be cautious and pull too little initially, nor pull too much and actually stall.
What other options, in your mind, does an Airbus take away from the pilot?
1) Swept wings are NOT designed to stall from the inner section. There are all sorts of aerodynamic devices such as fences that will delay the stall but the actual stall does move from the tip inwards. Having done more than my fair share of delivery flights, one of the tests that is accomplished is to verify the stick shaker speeds +/- 1 knot. Then the test goes into a full stall series. I can assure you the wings on the 747/4, 777,787,757 do stall from the wingtip and the ailerons do lose their effectiveness. The aerodynamic modifications do delay the stall but it is not prevented.
2) On an Airbus, you pull the sidestick all the way back. I agree. However, you are not Max Performing the wing. You are coming close but you're not there. On the Boeings, you are right at the stick shaker. It is not difficult to pull right to the max energy line on the PFD. If you can fly an ILS off the F/D you can do that. It is nothing more than airmanship. In my opinion, Airbus had emphasized that aspect of flying. Airmanship.
That was partly true on the Boeing B-47 prototypes 70 years ago. Therefore Boeing and other designers twisted the wings (washout) to rectify this undesired behavior.
That way the wing root stalls before the tip. It shifts the effective center of lift backwards, initiates a pitch down momemtum, and allows you to maintain aileron function.
If the wing (as you write) stalled from the tip inwards, then any stall not perfectly straight and coordinated and in non-turbulent air would result in a rapid roll into inverted as one tip stalls a fraction of a second before the other, and that way eases the aerodynamic load on the other tip, delaying its stall.
See above. Also while the ailerons will be less effective, you also have spoilers operative and mid-span ailerons effective in certain configurations. Having flown the B-52 D/G I am very familiar with what Boeing did. That's why the D had ailerons and spoilers while the G/H has spoilers only. The improvements to the wing only delayed the stall, it didn't change the characteristics, it still stalled from the tip inward.