Wil, regarding your "point 2" up above - I thought the idea of corner balancing was to split the weight of each axle as equally as possible for each tire. The lateral force capability of an axle (both sets of tires at either end of the car) is greatest when both tires are equally loaded. When one tire carries more load than the other, the combined lateral force capability of the axle goes down. This is because the vertical load - max lateral load curve for a tire is not linear.
Now, during cornering, weight transfer will occur - no way around it. If a car is unbalanced left-to-right on one axle (and therefore unbalanced the opposite way on the other axle) , the maximum lateral force capability of one axle will be better for a left turn (at the same time, the other axle will be worse), and vice-versa. In other words, if you were way off on the balance and everything else was just at the ragged edge, the car could push at the limit for a LH turn, and spin at the limit for a RH turn (or vice-versa). I think this behaviour is used to tune the push / spin balance with the sway bars (which will shift the lateral weight transfer, and therefore the first axle to loose traction during cornering, to the front or rear axle, depending on which has the greater roll stiffness).
Of course, given the unequal weight distribution of the car, a perfect corner balance may be impossible to achieve - in which case I'd let the rear axle be equal, and the front axle be different, given that I prefer the front end coming loose first ... so, to end a long diatribe, is this what you are referring to?
I'm in the process of reading the Milliken book, and I have no experience whatsoever, so I know just enough to possibly sound competent but be a danger to myself and others - feel free to comment and correct!
