BZP, you might play with tire loadings over removing the aero topper.
This is to combined rig mechanical baseline. Using numbers to assess performance.
In a link originally provided by
CapriRacer the function of this:
RMA Tire Guide, Chapter Four: Weighing RV's
is to see both side-to-side as well as front-to-rear discrepancies of the vehicles.
The trailer, even when best loaded, will place a load on the RA (rear axle) and the
method by which one loads that trailer will reveal differences.
As the roll center on a U-Haul trailer is pushed to the walls via keeping the leaf springs underneath such (why the wheelwells are completely outside the shell; not just for easier loading), this is a stable platform for a trailer.
And you are familiar with your vehicles performance.
The point to "seeing" loads on tires/wheels is to counteract (via loading) the
rise of the SA (steer axle).
But keeping the trailers tongue weight from 10-15% of trailer axle weight in so doing. 12.5% as a default.
Measure Trailer Tongue Weight
To reduce steering inputs per 100-miles of operation (is the FE take-away) of all this.
To make truck tire pressures ideal (no more than a 3-5% pressure rise after 1.5-hrs steady-state driving);
the truck tire pressures being within the vehicle manufacturer table; load versus pressure being an ideal worth finding as to not only steering, but braking for both vehicles (trailer pressure is always sidewall maximum without exception) is maximized.
Trailer towing doubles the per-mile risk of a loss-of-control accident.
Skill is the cited defense of the moron.
Risk management is the approach of the professional.
The CAT Scale Locator is your friend.
If you wish to use numbers to verfiy/quantify how things are from behind the wheel.
.