Thanks for adding the pic.
In pulling that exact trailer round-trip twice from Corpus Christi to Beaumont on the same route I was otherwise covering solo (thousands of miles), I saw 18 mpg where the solo miles were never less than 24-mpg. A reduction of 25% with a 12-13k combo. Trailer towing generally extracts a 30-40% penalty (whether we are talking a combination from 1969, or one from 2009; where other things are the same). High compression is the reason the for the lower percentage change. I'd always be happy with 30%+.
The gap is significant between the vehicles. I vote, at present, for aero to each as appropriate versus trying to make them one. A dedicated combination would make for the latter approach.
A NOSECONE (brand) would be better on the trailer than would a bed topper on the truck.
In the meantime, get you a MASTERLOCK adjustable hitch to level out the trailer as much as possible. Best performance on the trailer tires will result. Using a certified weight scale to get best trailer loading (as measured on individual wheel readings) with any sort of regular load (See CAT Scale Locator).
Where the trailer is taller than the tow vehicle is tough. My travel trailer is considerably taller than my pickup
and a very long ways back.
A recent RV forum discussion yielded a DIY on air deflectors.
Note the differences in height and distance of the two vehicles.
DragRacingOnline: 2008/technical
This trailer would also benefit from a NOSECONE as well as a TRAILER TAIL. As the latter is in excess of $2000 for a Class 8 box van, I'd imagine some fabrication costs would be present for custom sizing (and the NOSE CONE ain't cheap either). Handling issues with trailers -- of any size and behind any tractor -- are always of concern. The report on AIR TABS is consistent with other reports, elsewhere (despite what this forum presents).
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Aerodynamic vehicle towing a non-aerodynamic trailer...
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