I'm disappointed that Moch330 didnt reply
MFS, thanks for not putting on your pedantic hat
In the absence of specific Type data, a starting point is to aim for a pad in excess of 0.5 kt/kt for (rear-mounted) twins increasing to 1 kt/kt for quads (and, perhaps, wing-mounted twins ?)
The problem with rules of thumb, is trying to justify them later. I remember when we had this discussion before, I got a PM from someone in the FAA that stated they didn’t consider V1=VMCG with a crosswind to be a problem as you had the nose steering to counter the effect. It’s probably a valid argument on a dry runway, but i would hazard a guess that when the runway is wet/slippery and you are near Vmu, then the nose steering isn’t effective. Unfortunately this message doesn’t appear to be getting distributed to the general population.
The comment from BelArgUSA was extremely fitting.....
Nowadays, in 747 simulators, I often take advantage of available time to practice engine "failures" myself, near V1 speed. Generally it is no problem for control at heavy weights and high speeds, but it is not the case if practiced at light weights, and low V1 speeds, selecting 20 kts crosswind, and a full aft CG and V1 is equal to VmcG, using max EPR (or N1) - Instructors, if you wish to "bust" a snotty captain in a simulator, just try that recipe...
Mutt