Whatever technique works best for you is by all mean acceptable, within the SOPs parameter.
Statistically speaking, if you check your operator's flight safety data, you will most likely find out that any exceedance involved with crosswind landings is mainly related to excessive crab angle on touchdown (Airbus FBW), excessive centerline deviation and bounces on touchdown. Proactive safety approach will enhance crosswind landings practice during recurrent sim sessions, as it is the only feasible way to boost motor skills in this situation ; flying around chasing crosswinds on the line for practice is not an option.
In the vast majority of cases when conducting sim sessions for crosswind practice the focus is in the last 500 ft, particularly close to the flare where the pilot will be very shortly required to exercise a rapid sequence of motor skills such as flare at the correct height, rudder to decrab and the right amount of aileron to maintain the centerline without exceeding 5 degrees of crab or bank.
It takes practice and exposure as you say and generally speaking there are several uncertainties that are addressed such as where to look and when and how to cope with some sensory illusion while flaring and decrabing.
Regarding the approach again, if you feel more comfortable to disconnect at 8-10 nm to get in the groove so be it. Hand flying is by definition a workload, otherwise there would be no autoflight systems around. How to use it correctly is another matter though, and I perfectly agree that in some situations it might not be the best solution (Airbus golden rule #2).