Ive never run a reverse rotation crank except in very brief tests with an electric motor. Frankly couldn't see enough difference to make it worthwhile. The best advice would probably be to try it and trim as needed.
There is the misconception that tip weight ONLY has to balance half the weight of the lines - that any more is too much. Even in a stunt plane, tip weight must balance part of the weight of the lines but it must also help cancel out the lift differential due to the outboard wing flying faster than the inboard wing. In a carrier plane, flying very fast, we don't really care about that. And flying very slowly the lift differential is probably too small to worry about.
So what's the reason then that we need perhaps 2 oz. of tip weight? Well, when we pull the nose up to 45 or more degrees, the tip weight helps to ROLL the plane outward and also to YAW the nose outward. Obviously, both are aids to keeping lines tight, and thus control, at very low speed. The downside is that lots of tip weight causes large yaw forces at takeoff (basically the engine tries to fly around the tip weight), which causes skidding, poor accelleration and poor takeoffs. One can help that by trimming the wheels and by avoiding too much up elevator, to get the tail flying and to maximize accelleration.
As to the outthrust question originally asked, I use quite a bit of outthrust using thrust wedges - I find it helps keep the 'yo-yo-ing' to a minimum and once in the hang, when you goose the throttle it just seems to make things operate a little more smoothly. It must cause some loss of high speed, but I doubt if it's more than 1 or 2 mph.