I do cringe when I read about there being two methods for crosswind landings. There is only one, and that is to arrive at the point of touchdown with downwind rudder and into wind aileron applied in sufficient amounts to counter any crosswind and land the aircraft aligned with the centre line and with zero drift. What does exist are two ways of arriving at that state. The first being the 'kick and miss' method that 99% of the time sees the pilot get it wrong and either have to correct for an early input by converting to wing down, or the late version that sees the aircraft contact too early whilst drifting. This method also tends to result in the pilot forgetting to simultaneously apply the opposing aileron, hence producing an upwind wing lift.
I'm glad to see you moving to the 'wing down' method. Although I would say 300' is perhaps a little early. There is nothing to stop you using offset heading to drift down the centreline for comfort until you're approaching the threshold, but at that point, maybe 100'+ you slowly and smoothly put enough crossed inputs in to keep the wings level and the nose down the centreline. The thing that fools most people teaching it to themselves is that
full control deflection is sometimes called for to achieve the desired result. However, it works well and allows you to react to wind changes in good time and removes all guess work. It's worked for me on everything from Tiger Moths to 767's.
The 'wing down' comes in when correcting to regain the desired condition or for landing in winds over the published limit. I can land my Archer with wings level at 17kts. However gusts or variations might mean that full inputs are needed to achieve that. The amount of bank needed can seem significant visually but to be honest I don't think you'd ever hit the tip if landing within limits. I've instructed on PA28's since the early seventies and I've never heard of anyone hitting a wing on a correctly executed crosswind landing.
As for how much wind you can land in then it's up to you how you interpret the significance of the demonstrated limit, and what you feel happy standing before your insurance company and the AAIB/CAA in the event of a runway excursion. Sadly the subject of acceptable crosswinds tends to be dominated by male testosterone in the same way maximum speeds of cars and size of caught fish are discussed.
You would be well advised to find an instructor who is happy to teach wing down, and find a suitable day to get some practise in. When starting instruction on the subject I usually went to altitude and asked the student to skid in level flight until both full aileron and rudder were reached. This gave a feel for the aircraft and increased confidence before having to use them close to the ground.
Not the greatest video but this will get you started on the subject: