One should not forget that the Cruiser CG issue is directly
Related to the fact it is a 3 place certified aircraft. An 18 is not. In Alaska we flew 18's with the guides in the baggage and client In rear seat for years; and it was very hard on the tail, and always turns into a much longer distance to get the tail up, with all that weight that far aft in the 18. Leaving it down was certain to shear off Pawnee springs as fast as you could bolt them on. When I got my first 12 that same load, was MUCH easier to fly; with the other body up under the wing. The Cruiser tail comes up twice as fast as an 18 will, with a 180lb person in the baggage. ( spare me the legal baggage limits). So for us, and that mission: 'hauling 2 guys out in one trip'
The 12's had a huge advantage, in real ruff stuff hauling two passengers in one trip . So we often had to make 2 trips with the 18's , so you wound up using a ton of extra fuel.... Wasting alot of extra time.
As far as aileron response comparisions? there really isnt any. The Cruiser has it all over the 18's. The only one that would argue that; is if they never flew a Cruiser? or was smokin Crack?????
The CG on an 18 is at an advantage right out of the gate, when hauling one person.
12's will benifit alot more from lightweight starters, alternators, Odessey batterys etc. Catto props and short mounts are big items. But no doubt the correct CG: is always going to be the root of the mystery: when you fly a Cruiser and she lands slower; And gets off better: Than any you have ever flown before? Of course a 1075 lb 12; is a different animal than a 1350lb one too! If your experimental; simply moving your battery back down the fuselage until you get the correct CG, is way ahead of hauling lead around to achieve the same thing???
And as "old Supercrow" has always maintained...." Nothing is as important as a correct CG"
And he has a whole wall full of trophys; for TO contests he has won at Greenville over the last 40 years.