G'day Sparky,
Think of it this way:
Presumably it's accepted that the load path dictated by gravity travels as first laid out - upwards from the tyre etc.
The spring, in reaction, resists that load but the important part to note is that the spring is connected below the stub axle and, as such, follows a different path to the gravity induced load.
The spring is actually trying to rotate the stub axle clockwise with the U-joint acting as the pivot in a kinda bellcrank effect.
This is the case even when the car is static in the garage.
This could be tested.
Jack up the car to relieve suspension loads. Place a dolly or garage skate under the wheel. Disconnect the lower link from the upright and slowly lower the car till the tyre starts to contact the dolly.
Which way does the wheel move?
So, yes, in a right hand corner, the car will distort the tyre contact patch inwards but that's because the spring is effectively 'pushing' the lower pivot point of the upright outwards. The centrifugal force induces weight transfer and is translated as increased spring force, not a separate one.
If the lower pivot point of the spring was at axle height, the bellcrank effect would be negated.
In a wilder moment it occurred to me one could jury-rig some lower links from wire rope and still be OK, but don't try this at home.
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