> this is where the more lifting body turning faster with less roll kicks in
Can you explain what you mean? If an aircraft follows a given trajectory (center of mass position as a function of time x(t) where x is a 3D position), then it has an acceleration a(t) that is just the second derivative of x(t) and has nothing to do with the shape of the airframe.
Now account for gravity and kinematics: the force per unit mass that must be applied to the airframe is F/m = a + g • ẑ (ẑ is the upward unit vector).
The exact same result applies to a person inside the aircraft. If you want comfortable flight you need F/m to have no sideways component from the perspective of the passenger (and in the absence of gimballed seats the passenger is facing the same way as the airframe).
So far none of this has anything to do with the shape of the lifting body. And I’m wondering why you think more lifting body makes much difference. There are only two real flight parameters knobs you can turn to achieve this condition. You can roll, and you can sideslip. And, unless my intuition about the geometry is quite wrong, you would need a very extreme sideslip angle (pointing the nose quite close to the center of curvature) to have much effect on the required roll angle. So the roll angle needed is mostly a function of the angle of the acceleration vector plus gravity relative to the velocity and not much of a function of how the airframe is able to generate lift.
For another way to think of it, imagine a fancy rocket performing the exact same maneuver with no lift or drag whatsoever. Either the rocket could point itself toward the center of curvature (adjusted for gravity as above) and use its main engines to generate the required acceleration (extreme sideslip), or it could point roughly the same direction as its velocity vector and use a sideways-firing rocket to generate the required acceleration. If the latter, then, for passenger comfort, the roll angle needs to be such that the sideways rocket is in the front/back/up/down plane with respect to the passengers, which determines the required roll angle.
And I don’t see how any of this has anything to do with the same of a lifting body or the actual capabilities of the maneuvering thrusters of a hypothetical rocket. On a given flight path, you have a constrained set of valid roll, pitch, and yaw angles.