Don't forget that, as with any airplane, stall speed and thus approach speed
vary with weight. If 70 knots works well on short final at max gross weight,

then to get the same flare and float characteristics, you must be slower at
lighter weights. If the plane is 20% below max gross, then approach speed
should be 10% less.

A couple of other things that might be a bit more 'advanced', or at least are
not in the POH but are worth considering.

When you're deep in the flare, flip your flaps to up. Stall speed goes up, the
airplane will stay down when it touches down.

If there's a serious cross wind and the runway is wide -- say 100 feet or so --
you can take 4 or so degrees off the crosswind component by planing your touch
down near the downwind side of the runway, aiming towards the upwide side. If
you cross say 50 feet of runway -- 25 feet from the downwind edge to within 25
feet of the upwind edge in say 750 feet you'll have changed the effective
runway heading about 4 degrees. It's often enough to give you a little more
rudder authority (in my M20J at least I run out of rudder in strong cross winds
-- I like to touch down pretty slowly).