Good crosswind landings using the crab technique are, to an extent, a question of "timing" - ie when to straighten the aircraft with rudder prior to touchdown.
Pilot Pete gives some good tips but, personally, I don't like the terminology "kick off drift" and prefer "straighten the aircraft (with the runway)" with a thoughtful application of rudder. As has been stated the further effect of rudder is roll, so as you apply rudder you are simultaneously applying into wind aileron. If you are going to make any mistakes apply a bit too much aileron, favouring touchdown on the upwind gear first.
Also make sure you do not arrive at the 50 ft point with excess speed (obviously apply the recommended increments to Vref) otherwise you will float making judgement of when to apply rudder more challenging and do not go in for an extended flare - better to land slightly "flatter" than usual so you have more control as to when the aircraft touches down.
I think we also have to define what we mean by a crosswind which brings to mind a funny story from years ago! New FO was landing B737 at BHX with training captain and did what only could be described as a "firm arrival". On the debrief TC asks trainee to comment on his landing. He then went on to describe the cross wind landing technique - they were landing on RW 33 and the wind was 240/3 kt! Only 3 kts of crosswind component and he had the concept that this required a huge change of technique!!
So make sure you get the approach right too - very often with limiting crosswind components the drift looks fairly horrendous when at a few hundred feet but much of this drift disappears as you get close to the ground.
From a training perspective, limiting crosswind landings are not specifically taught unless your friendly TC teaches it in the sim but sims do not always trully represent the real world but its a good place to learn the correct techniques.
When I was on the B 707 with a major state carrier in the 1970s, crosswind landings were specifically part of the command course and they used to deliberately find somewhere in Europe where the wind was on (if not above) the max crosswind component to practise same. The B 707-436 did not have a series yaw damper so you had to land with the yaw damper disengaged and if you got any roll on during the flare it was easy to scrape the outer pod on the ground - Good Game, Good Game!!
Hope this helps!