Oh God! Crosswind Landings...... Don't get me started..!!
When I first commenced commercial flying it was expected that an attempt to correct for drift using whatever method the pilot preferred or manufacturer stated would be made in an attempt to land with the aircraft nose pointing down, and tracking the centreline.
If that meant full control deflection then so be it. It was not unknown for FO's to get a severe dressing down, or even reversion training in the sim if they couldn't achieve a good result. I even knew of one or two who solicited a clip around the ear from their trainer which in today's world would be regarded as assault.
Nowadays the litigation experts have reasoned that if the manufacturer certifies the aircraft to land with crab at its full published crosswind limit, then there is risk exposure to the airline if the pilot makes a mess of the landing and causes an accident. This is the reason you see endless YouTube videos of 'Hero Airline Pilots' making the biggest hash of crosswinds in a way that leaves even the most inexperienced PPL scratching their heads. The official teaching now is not to fully correct the drift but to simply 'make an effort' and let the manufacturer take the strain. This at best results in a Captain who's never been taught to 'control' an aircraft allowing it to crash sideways into the runway and accept what happens next as fate. It's not the fault of the crews. They are all competent and capable. It's the fault of the system that exists between manufacturer, training schools and airlines. The crews are badly let down, and Captain's in particular are left exposed as they are still expected to carry the can if they end up damaging the aircraft. If you disagree with me go and watch the videos and concentrate on the rudder. In most it never moves at any time. As for ailerons they might as well have disconnected them.
However, the original poster asked if there was a bank angle on a PA28 that precluded using the wing down method. Firstly there is only one method to counter a crosswind and (if done properly) we all use the same one. A perfect crosswind landing is achieved by applying rudder to align the nose with the runway and with enough aileron to counter the secondary effects of yaw. The difference is simply when we choose to apply the necessary corrections. When using the 'crab and kick' method (better known as the 'kick and miss') crabbing is used to maintain the centreline until the pilot thinks the aircraft is about to settle and applies enough rudder to straighten the aircraft. At the same time opposite into wind aileron is applied to counter the roll and hopefully the aircraft touches down moments later. Except it doesn't on most occasions, because we all carry a little more speed on windy days and more often than not the aircraft floats. Now the (kick and miss) leaves the aircraft drifting sideways, so into wind bank is applied to counter and wait for the touchdown. Hence we have achieved the 'wing down' method by default. A lot of pilots shrug off any errors resulting in lateral drift or untidy touchdowns as being part of the day. That's not acceptable and to the person who regarded 2mtrs of drift as normal. I'm glad you don't fly my aircraft!
If the the whole process is started as you approach the threshold (or earlier if desired) the landing becomes a calm and collected exercise in creating a controlled state that can be varied and altered to suit the prevailing conditions. Slowly applying the rudder and aileron to achieve the necessary slip/skid into wind allows a new 'neutral' condition of crossed controls to be created from which a perfectly normal landing can be made. In most aircraft the crosswind limit can be handled with the wings level throughout. It's only when coping with gusts or corrections that putting the wing down becomes essential.
The biggest issue is that most people are not practised nor mentally prepared to use full control defection on their aircraft. Few if any airline pilots have had the opportunity and most GA pilots have not flown in conditions that dictate it. Yet it's essential that you are mentally prepared to maintain control of the aircraft at all costs despite what the environment is trying to do to you.
I used the wing down method on most high wing aircraft and the crab method in low wings for most of my early career. However when converting to the 757 I was encouraged to use the wing down at all times and with practise (and full controls if needs be) began to achieve some very good results. Moving back to the low pod 737's even allowed for a considerable degree of bank before reaching the limit (which was the trailing edge flap actually, not the engines as most people think).
On my PA28 I've found that the book figure of 18kts is easily controlled by applying the correction as the threshold is approached and then maintained throughout a perfectly normal wings level landing. Yes, the wing goes down and the rudder increases to correct for gusts or sheer but in essence the bank is never limiting. However it's not unknown to reach the control stops to achieve a perfect touch down.