I think that before you could make a productive decision about which technique(s) to use in the corner, a lot more information is needed about:
For example is the hairpin at the end of a long straight, or at the beginning of a long strait, or both? What is the angle of the turn (not all ‘hairpins’ are 180 degrees)? What is the radius of the turn (it’s much easier to manage ‘quick’ rotation in a turn with a shorter radius)? What is the camber profile in each phase of the turn? Does the track surface have any characteristics that can/will influence how much speed you can carry through the turn, or how easily you can manage rotation (e.g. concrete patches, polished asphalt, bumps, etc.)?
Once you have the context, then consider the strengths and weaknesses of kart you’re driving.
For example, quick rotation would obviously be much easier in a short-wheelbase sprint kart than a long-wheelbase lay-down kart. Regaining speed sacrificed to the cornering gods is much easier in a high HP or multi gear kart than in a lower HP or single gear kart. However, maintaining tire slip angles, temps, and life is much easier in a lower HP kart. Also, if you want to ‘pin’ the front end at the turn in point and quickly rotate the kart around the front end, then that would be much easier in a kart with FWBs.
The last piece of information needed is what objective you’re trying to accomplish in the turn. The obvious answer is lowest time in the turn, and highest speed on the following straight. But what if the hairpin is at the end of the longest strait and leads onto an inconsequentially short straight, or into a turn that requires the kart be placed somewhere other than a typical ‘track-out’ location? You may also need to temper outright performance with tire management. For example, the fastest way through the turn with a shifter kart may be to pin the front end, rotate the kart, and blast out of the turn on the outside rear tire, but will the rear tire survive being used like this for a whole race? Perhaps you might need two cornering strategies (one, a tick slower, that puts more of the burden on the fronts to supplement the Banzai strategy that is fast but uses up the rear tire), then you can cycle through the strategies as needed during the race to manage your position and tire performance so you have rubber left for the end of the race.
I think that once you’ve thought through the Context, Kart, and Objectives, then you would be in a better position to select and assemble techniques to accomplish your objectives, which you could then evaluate using segment times.
One last thing I want to point out; when managing rotation, it’s important to consider where/when rotation occurs in addition to the rate of rotation. Also, when rotating a kart aggressively into a corner, it is as, if not more, important to manage where/when the rotation stops. For example, if you pin the front end, rotate the kart in, and then time getting back to the throttle to check rotation just before, or just when, the kart is tangent to the line you are driving, then the well managed rear slip angles will allow the kart to finish the turn, while the acceleration forces efficiently push thought the kart’s center of mass. If you are late checking the rotation (so the kart is beyond tangent – tail is hanging out), then you will produce excessive rear tire loads/slip angles/heat/usage, and the acceleration forces will inefficiently spill outside of kart’s center of mass, which typically requires steering and throttle modulation to manage.