Airplanes must be flown, even through the stall. Therefore, you cannot "give up" maintaining roll and pitch control while you are stalling, and expect the plane to be perfect without your input. For all the reasons mentioned, both wings will not stall in the same way, at the same time. The prop and torque might be factors, if you have significant power applied during the stall, otherwise really are not.
The design requirements for handling and controllability prescribe tolerable amounts of wing drop and heading change, with normal use of the controls throughout the stall. I therefore suggest to you that the aircraft really does not have worrisome wing drop, if, during the stall, the pilot can control the aircraft with normal use of the controls and keep it within the attitude allowances. Do not lock the ailerons central, and expect the wings to stay level or rudder alone - normal use of the controls approaching the stall.
I have flight tested aircraft which, due to flaws with the aircraft itself, could not be controlled within the tolerances of attitude, no matter how much pilot effort went into the precision of the stall entry. One in particular, would spin half a turn every time. Those aircraft very certainly had wing drop, and were not compliant with stall handling requirements.
For certain aircraft, your first indication of a stall (though you already know you're close) will be a gentle and controllable wing drop. All Citabrias I have stalled come to mind.
You can spend a lot of time tweaking an aircraft to eliminate slight wing drop, and never get it. It's one of those things to learn to live with graciously as a pilot.