OK, time to chime in. Yes, that CG estimate is pretty close. As JL222 and many other highly successful LSR racers have pointed out, it is good to have the weight as aft as you can stand it for traction. My job was to come up with a configuration that allowed a mid CG to be highly yaw stable. Al Teague and Craig Breedlove had done this with very similar configurations, so that's where I started. Far from this being some wild hair I pulled out of my a--, the configuration is based on actual, record setting, stable jet and wheel driven cars. We just moved the rear wheels out further than Al had them and moved the wing onto the rear axle.
The Cp (yaw neutral point) is located 3 to 4" aft of the leading edge of the rear wheel fairings. Three things that put the yaw neutral point father aft than expected from looking at the side view are (in order):
1. There are two tails. In the side view we only see one. For a back-of-the-napkin Cp, stack the second tail on top of the first one and then look at it.
2. Wing sections are neutral at their 25% chord point, while rounded objects (like the fuselage) are neutral further aft.
3. The Wheel fairings have span (vertical) and end-plate effect (the ground) that make their effective aspect ratio between 1.5 and 2. The fuselage has a lateral geometric (side view) aspect ratio of less than 1/10th of that and since it is rounded on the top and bottom and up off the ground it's contribution to yaw is only 2 to 3% of the effect of the wheel fairings.
The stability margin is 2 to 10X that of any of the current 400 mph club, and with the wing and adjustable flap we are looking for more than enough downforce on the rear wheels to exceed our available power. All of this comes with very little separation (exposed tire sections are about it), minimal wetted area, and lots of laminar flow. I'm not just designing it, I'm building the bodywork; so we'll see.