For crosswind .. DC9 around 0.5 kt/kt (provided by the OEM for some specific testing we were doing) up to something in excess of 1 kt/kt for 747... and I echo MFS' thoughts .. things happen quickly and, for the crosswind case it is all too late at the time for the pilot to start thinking about the niceties .. One notes that, in general, the typical takeoff CG is a stabilising influence.
My concern has been the situation where the operator trains for high V1 (typically a routinely scheduled overspeed takeoff scenario) .. but permits low weight ferries at min V1. In respect of one operator for whom I was doing some sim instructor training, I posed this problem as an "at the end extra" for a couple of the management pilots .. with some wide-eyed results .... not sure that it produced any changes in training or policy .. but one can only try.