Alright fine I give in.
Vehicle response and feel are very much aligned with the derivative responses of the car. You will find the bicycle model derivation of these in Race Car Vehicle Dynamics - all 6 of which are a function entirely of front and rear axle cornering stiffness (for a given speed, and set of inertial properties). Front and rear axle cornering stiffness are the first order, primary dominant factors of response, stability, and feel of balance.
However, these are only valid for cars that behave similar to a bicycle model. If you were to extrapolate a 4-corner model and add toe to the front or rear axles, since you're still within the linear range of the tires there's no really no change to the yaw response of the tires. Despite this, we know that it DOES have an effect. Incidentally, since these bicycle model derivatives are a function of CS only, there would be no predicted change in response if you were to add a huge front bar, etc. So what are we missing?
Load transfer is the key, and cannot be neglected. The argument, "well the slip angles and forces and load transfer are small" does not mean that they can be forgotten. It's the rate of change that's important, rather than the absolute value. When you add toe out to the front end, there's an introduction of vertical load transfer sensitivity, in addition to just yaw sensitivity. The result is that you have a self-REDUCTION of into-corner yaw moment, with front toe out and with load transfer in the appropriate direction. This REDUCTION of yaw moment is key, and lets the car reach a steady state condition quicker, with less lag, albeit at a smaller steady state value (of course this can be changed by just adding more steering input to begin with). Similarly, as you increase understeer you will also make response faster.
As I said earlier, this all plays on feel. Sometimes, adding that front toe out will help. Other times if the car is so damped that it feels like it won't rotate at all.. some front toe in may do the trick. Have to know which side of the fence you're on, as with many aspects of handling there are few absolutes.
Don't believe me? Prove it yourself. Like I've been hinting at, open up RCVD, and in MATLAB write a 2DOF bicycle model simulation, then expand it out to 4-corners with some brute force lumped parameter load transfer coefficient. Do some simulations. Run some with a CG height of zero (where the only effect is the slip angle drag Ortiz speaks of), and run some with a non-zero CG height. Axle height should be appropriate. Should be plain as day that load transfer and tire sensitivity is what has the primary effect by a large margin.
But like I say, these are just the basics.
Grip is a four letter word.
2 is the new #1.