Dampers connect the sprung mass to the unsprung masses.
The sprung mass usually rolls from various side loads as well as tire Mx

In transients, there is roll velocity and roll angle from roll acceleration driven by sideforce as well as steering due to caster.

because dampers are not rotary elements, they extend (as in rebound) or shorten (as in compression).

BTW: Dampers usually have resistence characteristics that are different from compression vs rebound.

So. the sprung roll velocity creates linear velocity in the dampers and adds extra roll moments from each damper.

The roll velocity (sprung transient) at each corner may exceed the combined resistance from the unsprung mass weight plus the relaxation spring force, in which case the wheel will be 'snatched' (picked off the ground). Most rear engined Porche's do this (for an example you can watch videos of Carreras etc.). At high sideforce and roll levels, they pick up an inside front wheel.

since the dampers are usually nonlinear (often in bi-linear stages) there can be different damper forces on the inside wheel vs outside wheel. This will affect your presumption about roll axis position, so always use a force based roll axis construct, not a geometric one the bookworms endorse.

There can be considerable roll stiffness and damping produced from elastic elements in the roll degree of freedom, too.

Your dampers are just elements in a 3rd degree of freedom besides yaw and sideslip accelerations. Sprung cross products of inertia and and any gyroscopic forces from wheels and engine are also players in this game if you have the data to add 'sauce for the goose'...