The closest thing that I can think of to a pin & clevis arrangement would be rod-ended or Heim-jointed designs. Such configurations are commonly associated with competition cars, though many late-model OE designs are similar. For instance, GM uses small ball studs and composite links in a number of its cars, including the C-5 Corvette.
Keep in mind that in the typical control arm suspension application the control arm end of the link moves in an arc that's essentially in the YZ plane while the bar end arc motion is contained in the XZ plane. So the endlink has to sort of "wobble" in 3-D as the suspension moves, which is motion that a tight-fitting pin in a clevis doesn't like (you end up with bending moments in the endlinks and local plate bending in the control arm attachment locations). Hence, these pivot points need to freely permit 3-D rotations.
I suppose that you could bush the pins in the clevises and rely on that compliance to accommodate the "wobble", but that sounds more complex, less reliable, and less rigid for sta-bar effectiveness purposes than using some form of balljoint.
A motorcycle rear suspension is a different animal; the motion of the swing arm is contained entirely in the XZ plane and the shock/spring assembly does not need to accommodate any Y-direction movement. So the simpler and less expensive single-plane rotational freedom of a pin & clevis is the proper solution there.
Norm