Think of the thickness of one credit card at a time, that can help. Would expect trailing throttle oversteer, but seriously, any observations on how it transitions around is appreciated.
First - I am totally lost with the credit card reference.
Second - What do you mean by "how it transitions around"?
One generally get into strife when you turn the front wheel to the point that the slip angles start getting large (which is the point where you are turning the wheel(s), and it is not turning at any greater rate).
Imagine going into a turn at a good clip, but maybe not too close to the limits... Like braking early and then getting back onto the throttle.
At some point one usually thinks "I am not turning enough, I need to turn more"
So you add in a bit more lock... And maybe more again, before you finally figure that turning the wheel is not helping a whole bunch, and then you think, "well turning is not working, maybe I should try slowing up??".
So the foot backs out.
Then the weight jumps back onto the front wheels all courtesy of the back wheels.
(Because the front wheels only have a few hundred pounds on each side to begin with) and you started off on the throttle moving some weight to the back a fair amount of weight can be shuffled around.)
So about the time the weight gets on the front wheels it is coming off the hind wheels. The back wheels were holding on fine, but now the fronts are biting brilliantly and yanking the front end around and increasing the rears wheel need to corner just to keep up.
But the rear wheels were near the limit before the weight got shifted to the front, and now they are past the limit.
The rotational rate looking down on the car from the top (yaw) has increased, with the front wheels are being driven into the pavement by the lift off, and the weight has been yanked from the rear wheels.
If you just lift, without the wheel turned too much, or lift and turn the wheel out it is less likely to spin. If you start with way too much lock, then the yaw rate is high, and that is likely a better indicator of a spin than anything.
As Steve points out smoothness helps.
If the weight and steering is being shifted fast, then the yaw rate is changing fast.
Smooth makes the changes seem slow enough to get a feel that it is headed in the wrong direction in time to change the grip on the controls.
If "Transitions around" means ability to generate large yaw rates, then yes it is able to transition around very well. Sometimes better than the operator has an appreciation for.
I am only a mediocre driver so your results may vary.