You'll have to squint to find them, but even an F1 car has anti-roll bars. They're often difficult to recognize-as infinite budgets and exotic materials conspire to warp every part into some overpriced caricature of its Civic equivalent-but rest assured, that tiny, two-inch long, $800,000 piece of billet titanium is actually an anti-roll bar.
The fact is, every part of a car is a compromise, whether balancing trunk space against suspension packaging, crashworthiness against weight balance, or roll control against ride quality. In F1, the biggest compromise is the need to keep the aero bits in proper proximity to the ground, which forces the suspension to be unreasonably stiff.
Building a suspension that reduced body roll to a comfortable level without bars would mean raising the roll center extremely close to the center of gravity. That means orienting the control arms so the inboard side is much higher than the outboard side. From a packaging perspective, that puts the suspension mounts in the trunk or competing with the engine for real estate, and makes the outboard side fight with the wheel rim.
Even if the suspension is built, the resulting performance will stink. With such a steep angle on the control arms, the tires will move from side to side significantly as they travel through their stroke. In a straight line, this makes the car nervous and unstable. In a corner, the side-to-side scrubbing uses up their grip, lowering cornering potential.
Finally, the very forces that make this geometry reduce body roll can, in high-g situations, backfire and push the outboard side of the car up, instead of down. World-renowned suspension geometry expert, Ralph Nader, wrote a famous book about this phenomenon called Unsafe at Any Speed. Look it up.