No-one should ever 'kick off' the drift on a 'crab' crosswind landing.
Some swept wing aircraft will roll very powerfully if high yaw rates are used when 'de-crabbing'. Hence a significant into-wind aileron deflexion may be needed.
I used to teach "aligh the aeroplane with the RW centreline at the same rate as you pitch in the flare; use sufficient aileron to maintain wings level as you do so". That stopped the 'bootful of rudder' merchants needing armfuls of 'opposite lock'; if they screwed that up they could end up drifting downwind before the flare. I had to take control from a VC10 student once who was on the downwind side of the centreline and drifting further downwind at 100 ft with no sign of correcting.... But the little bugger hadn't trimmed properly during the approach, so even full aft control column didn't really cushion the resulting firm arrival. This had all resulted from a 'low drag' ILS approach (180 to 4 DME), during the deceleration to VAT, more into wind 'crab angle' was needed to cope with the 15kt crosswind; he was confused by this and was still trimmed for 180 KIAS as we approached the ground at about 140......