Not going to enter the argument about this and that as that would be a recipe for getting no-where. However I do recall learning many things about crosswinds years ago on Types such as SuperCubs on towing operations. Probably some of the things I did then I wouldn't do now ... ?
Couple of things to consider -
(a) the Design Standard will define a minimum crosswind for the certification exercise. If the test program gets more, fine, but practicality may become a limiting factor
(b) the demonstrated value may have been able to be pushed up had the program found a tad more crosswind .. the problem is the line pilot doesn't know what the TP found and how much pad there might be. I can recall a quite nice line of singles which came on the market quite some years ago. The demonstrated crosswind was quite low (15 -16 kts or so as I recall) and we redid the certification for the crosswind limit. This particular design had an interlinked aileron/rudder and we ended up deciding that discretion was very much the better part of valour at around 18-20 kts if memory serves me correctly .. that few knots increase definitely presented some limitations for handling in the landing flare and roll out.
(c) there may be other dragons waiting in the far reaches of the known world for careless would-be TPs .. consider things like tail blanking and uncommanded pitch excursions .. just what you might not want to experience during the flare ?