The article I read said that with toe-in, when the plane yaws left, it loads the right tire more. Agreed. Since we are turning left, the rim is trying to push through the outside of the tire, to the right. This causes the tire to tuck under the rim which will cause it to hook left even harder. With toe-in, the tire is already trying to turn, left for the right tire and right for the left tire, and therefore any extra turn load(yaw) will cause the tire to tuck under worse thereby making the yaw harder to compensate for. With toe-out, when the plane yas left, loading the right tire, it tries to pull to the right correcting for the yaw.
That article explained much better than I, but it makes sense to me. I set mine up straight or a touch of toe out. I fly mainly on grass and with our small wheels, even giant scale, I am not convinced either makes a huge difference. On a hard surface, it is a different story.

There are many other things to consider, tire composition, hardness(air pressure or foam vs. rubber), weight of the plane, stickiness of the surface, rudder/nosewheel throw, etc. When I flew UAVs, we had an inflatable nosewheel. When inflated to X PSI, the plane was a bear. It would turn and hook and was difficult to recover to a straight takeoff run. In effect the the nosewheel had too much grip. Going back to my drag racing days(less PSI = more traction), I suggested that we increase the PSI to lessen the contact patch. It worked like a charm. The nosewheeal would now slip just a bit and we had much straighter take off runs. ANother UAV that I flew had a very hard, solid nosewheel. It wouldnt turn for crap after a certain speed. You could see the nosewheel skidding along the runway and the plane would take forever to respond to a yaw correction on the ground.