Ahh, the R2800... Never had the pleasure, except as SLF in the late 1950s (DC6B). I think British engineers may have a lower expectation of the skill of operators than their American couinterparts! The R1830 was easily overboosted on a cold day at sea-level.
We certainly were taught to lead slightly with the upwind throttle on a crosswind T/O on the tail-dragging Dak, but I don't remember an equivalent technique during landing.
Heading back towards the original topic, there is one very fundamental difference between an EFTO on a large turbofan and a low by-pass jet engine: the inertia of the big fan (assuming it remains attached) gives you more time to feed in the rudder or differential brake as the thrust decays. Very different also from the situation on pistons and turboprops, which - unless they have an auto-feathering system such as on the Dart - tend to transition from forward thrust to considerable drag in a split second as the prop fines off. (For the uninitiated, the auto-feathering of the propellor/ airscrew would prevent the drag of a windmilling engine. On a jet engine, that is not considered a problem
AFAIK.)