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Towing is about steering and handling safety. Predictability. The actions, the potential actions of the trailer on the tow vehicle, mitigate against anything like P&G, IMO.
It's hard enough that in normal driving the trailer is trying to pass the tow vehicle any time the throttle goes closed. Rig instability is very, very high at that point. And the actions of crosswinds, truck bow winds, etc, make these transitory moments scarier.
Fuel mpg while towing is about the proper trip plan. Known stops. Those stops themselves finessed as to parking, highway re-entry, etc. That is where the money is while towing (past vehicle mechanical baseline and equipment).
Past this are concerns about fluid temps, tire temps, etc that change with P&G while towing a heavy trailer. The coolant is taking it in the keister in every acceleration event . . so planned acceleration events (trip plan) are the things one wants.
Deceleration to exit ramp speed can start a full half-mile out via turn signal (and knowing the distance to any full-stop at the end of that) and that is where one wants to watch mirrors closely for overtaking/passing traffic when one is vulnerable (slack in the system).
Mountain downgrades are the scariest throttle-closed minutes. Very little control over the trailer at that time.
Trailer towing safety trumps all else. Loss-of-control accidents are more likely at any time when the combined vehicle is not under the tension of constant throttle.
A trip plan is a highly detailed itinerary of every action from intial engine start to engine kill. No wasted motions . . much harder than it appears. What truck drivers spend years in acquiring.
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