I believe the Boeing article addressed this, perhaps reading between the lines, that the B777 and MD11 have the CG behind the CP of the main wing, by virtue of their augmentation systems.
www.boeing.com/commercial/aeromagazine/aero_02/textonly/fo01txt.html
“The trend in the design of modern airplanes is to have less static longitudinal stability--frequently referred to as relaxed static stability (RSS)--to capture the benefit of improved fuel efficiency. Simply stated, some airplanes are now designed to be aerodynamically efficient, and stability is augmented electronically so that stick force gradients will meet certification requirements. Many methods exist for augmenting stability. For example, the Boeing 777 and MD-11 use flight control computers that adjust the elevator actuator positions to give the appearance of more longitudinal stability than the airplane actually has. In other words, computers absorb the extra workload caused by flying with RSS.
Augmented stability provides better cruise performance with no increase in workload and no adverse effects from flying at an aft CG. This technology also allows for a smaller tail size, which further reduces drag and weight. However, FAR Part 25 requires that handling qualities remain adequate for continued safe flight and landing following an augmentation system failure. Therefore, a practical limit exists for how far aft the CG can go.
The Boeing 777 uses redundant digital flight control computers to provide positive (static longitudinal) stability and enhances that stability with airspeed feedback. The MD-11 uses computers to provide neutral speed stability. In other words, the CG of the MD-11 appears to be at the neutral point. The MD-11 uses elevator deflection to hold attitude at any speed within the normal flight envelope, then trims the stabilizer. This is known as an "attitude hold" system” (Quote from Vol. 2 Boeing Aero Magazine).
The center of pressure is at the trailing edge when no lift is being produced, as CsubL increases the CP creeps forward toward the LE with a divergent slope. At around 25%MAC
(couldn't resist) the alpha to create the CsubL required will be at stall. After stall the CP starts moving toward the trailing edge and does some non-linear dynamic stuff. As CG is measured relative to MAC, the CP may sometimes be in front or behind the CG. The BE-02 has a CG range of 4% to 40% MAC, a result of the stabilons. The CP range must approach and pass the CG during normal flight operations with a rear CG. The relative position of the CP to CG in the ought two is based on how the aircraft is loaded.
Hope this sheds some light on your question.