But be very wary of ignoring the guidance published in the manufacturer's flight manual or POH. If you prang the aircraft because you deliberately chose to disregard the official advice then the insurers won't pay up and their lawyers will be after you real quick.
Not so fast.... If you had an accident while operating the aircraft within its limitations, and with diligence, you should not be expecting adversery from insurers nor lawyers. The aircraft manufacturer is required to state a "demonstrated crosswind" value, which must be at least 0.2Vs0 (FAR 23.233). Manufacturers don't typically publish a higher value, because they are not required to. It is also worth noting that the demonstration of crosswind capability at 0.2Vs0.
It is worth noting that this requirement must be met without unusual pilot skill - so it must be easily achieved. So if a pilot can apply extra skill, and accept a more intense crosswind, without being negligent, they can be confident that they are not exceeding a limitation of the aircraft.
If in doubt, fly the approach. If you can maintain the runway centerline down final, landing should be within you skill. If you cannot maintain the centerline, and smooth control of the aircraft, you should not attempt to land on that runway in those winds.
Modern flight manuals /POHs are written in a particular format, with a distinct limitations section, which is limiting, approved sections, which are obviously approved, but may not be limiting, and unapproved sections, which are or information. It's wise to be familiar.
For those wanting a very good treatise on the aerodynamics of Cessnas, I highly recommend: Cessna Wings for the World, by Thompson. It will tell you what you want on know about using the rudder in a Cessna.