The difference is in how hydraulic vs electric works. In hydraulic systems, the pump pressurizes fluid which goes to either a pitman arm box or a hydraulic piston or something. In any event, a valve senses the torque the driver applies to the wheel, and sends hydraulic fluid one way or the other, turning the wheels, assisting the direct link from the rack and pinion from the wheel. A really sensitive system can feel numb, but there's nothing mechanically damping forces from getting too the wheel.
In an electric system, you can either have a column mounted (CMEPAS) or rack mounted (RMEPAS) motor. CMEPAS is generally worse for this. The motor is small, about the size of a soup can. It is connected to the steering column by a high ratio reduction gearbox. A sensor detects the torque applied to the steering wheel and directs the motor controller to apply voltage to the motor one way or the other, in proportion to the torque. The problem is that to transmit road forces back to the wheel, that motor has to spin. Perhaps dozens of revolutions for a few degrees. All for an event that lasts maybe a tenth of a second. Short of hitting a curb, not much has enough power to really do that.
In RMEPAS, the motor is mounted directly to the steering rack and either doesn't have a reduction gear or is a much lower ratio. It's also, thanks to reduced packaging constraints, usually a larger motor. Even though the motor's rotating assembly is larger, it's much easier for road forces to spin it as the real kicker wasn't the mass required, but the velocity.
Additionally, such higher end RMEPAS systems are generally found on higher end cars, which these days, tend to be equipped with variable ratio steering. This puts a higher steering ratio at the center of the rack, lowering towards the rack's ends. This produces more stable highway driving, but more deadend on center feel, with a lower ratio as lock increases and noticeably better steering feel as lock increases.