Please, please, look it up in the AFM/POH. No two airplanes have the exact same reccomendations regarding crosswind.
Yes, you will find that some techniques are more universal than others, such as:
-Using a lower flap setting: May or may not be approved, and you may or may not have performance data avaliable. Remember that you will have to fly faster, so you may be performance limited. (Also, the look and feel will be different, so you have a good chance of screwing it up if you've never practiced it before.)
-Carrying extra speed: Gives you extra rudder authority, however, again you may run into performace issues. There is also the difference between carrying extra speed on approach, vs carrying it all the way to touchdown. Due to the landing gear geometry of certain airplanes, you risk either floating (to achieve correct touchdown attitude), or landing with a lower body angle. Results may vary from giving yourself extra work to breaking the aircraft.
-Wing-low vs decrab vs landing with a crab: There may be type differences as to what you can and should not do. Ie, some C172s have a limitation to avoid slipping with certain flap settings to avoid tailplane oscilations. On the other hand, the B737 has bank limits for the wing-low landing, to avoid a nacelle-strike/flap track fairing strike/wingtip strike, and thus it is approved, and under some conditions even preferred to land it with some crab remaining.
-Interconnect systems: such as on the BE36, may make it a bit more tricky to kick off the crab smoothly. Something to consider.
So, and the end of the day... RTFM! The guy who built it usually knows best
