I think you are right on the money mep.
Again, can´t speak much about F1 and what they want to achieve with such a set-up.
But a similar idea was quite commonly used in Supertouring car racing (perhaps still is), especially with front wheel drive touring cars.
Because these type of cars don´t use a push rod suspension (normally), they did connect the anti roll bar (via a link/pushrod) to the upright.
By doing so, as you say, you create a load transfer (anti roll if you like) across the front axle, transfering load from the outside wheel to the inside wheel, and therefore achieve a more even load at the front (and to an extent, assuming a sufficient stiff body, at the rear) axle.
The amount of load transfer is porportional to steering angle, so it´s more a solution for tight (slow) corners, especially hairpins.
And as you say, it causes additional load/stress to the steering system and it has an influence on "steering feel" for the driver.
I remember that at times, I have seen steering rack/pump failures while testing such arangements in some Touring cars.
This problems can be overcome, and if you design your steering system, with the additional forces in mind, it should be manageable without too much hassle.
It´s not confined to FWD cars, as I have seen these things used in RWD Touring cars as well, but in the mid-end 90´s it was quite a common layout on some FWD touring cars, to aid traction out of slow/tight corners.
At least, the teams I have worked with, used it track specific, and there where different offset´s (position of the rod at the upright) to achieve different characteritics, depending on the corner radius/speeds at a given circuit.
"Make the suspension adjustable and they will adjust it wrong ......
look what they can do to a carburetor in just a few moments of stupidity with a screwdriver." - Colin Chapman
“Simplicity is the ultimate sophistication.” - Leonardo da Vinci