[slowmover]

Since trucks are highly prone to oversteer, tire pressures that are within the OEM stated range (which can be different than what the specific Load & Pressure Table provides) is always the best bet. I weigh mine at all four corners and then test by using what tire engineer CapriRacer recommends, and that is to run stead state for more than an hour and check pressure rise from cold. 5-7% is acceptable. This may be different winter and summer. Or, by altitude.

When at GVWR and/or towing I might go up from that tested pressure by 5-psi.

But to maintain the FF/RR bias and hewing closely to factory specifics is to delay oversteer for as long as possible. Given how fast this transition occurs it is best to not compromise for tiny FE "benefit".

Correct tire choice is what matters. That and recommended, tested pressure still allows me to see over 100k on a set of tires. Anyone driving for long life is also driving for economy. Shortchanging a trucks ability to work (braking distance) or to induce oversteer is the wrong path.

A hard ride doesn't really pay. Beats up truck and driver which themselves are contraindicated for FE.

All that said, the Aerohead truck is more of a test vehicle rather than a working vehicle. With luck and application we all learn from the effort expended upon it. What I notice in the work Peterbilt is that 5-psi lower than company rules on Steer Tire maximums is a little less wander. That pays.