If one goes to an indoor arena with no wind and tosses gliders from the bleachers, 2 things will work: dihedral and pendulum.
Dihedral provides roll stability by keeping the center of vertical lift in line with the CG. This concept is easily seen in the relationship of wing and horizontal stabilizer/elevator (or stabilator) on the pitch axis.
Pendulum works the same way as in a parachute. One may picture this mechanism as a parachute/glider that also moves horizontally. It is lift (or drag) up, weight down.
Dihedral effect comes into play when you move outdoors and experience variable wind, or gusts, that are enough to perturb the aircraft so that it must "right" itself.
Now, we consider, the "dihedral effect" of wing sweep, wing dihedral, upright vertical stabilizer, fuselage side area above or below the CG, ventral fins, etc. that effect roll once the plane is slipping and the relative wind is no longer directly from ahead.
This is where we generally throw away the "low pendulum", now aerodynamic forces around the CG are critical to good handling characteristics in a crosswind gust. The wing dihedral is balanced with "anhedral effect" of side area below the CG, which can include big solid disc fixed gear, slab sided fuselage, and downward pointing vertical fin.
Adding perimeter weight towards the wingtips with 2 engines or fuel tanks will increase roll inertia, which is helpful for passenger comfort in a transient gust. Higher wing loading also contributes.
But wing dihedral is a weak stabilizing force in a crosswind, and adding more will not work nearly as well as properly balancing side area above and below the CG. The Cessna 172 is a living testament to this design.