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I get the idea that ideal trailer leading edge shape should differ from the ideal leading edge of it was directly exposed to the undisturbed airflow. The trailer, being within the cross section of the jeep, is “hiding” somewhat in the Jeep’s wake. So the most effective thing is to try to get the two as close as possible reducing the turbulent gap, and allowing the airflow from the Jeep to the trailer to be as seamless as possible.
If I had a flat front to the trailer, with a 4.5% or trailer width radius (3.25” radius) to fully clear the trailer for cornering (90 degree) I’d need 36” from trailer from face to hitch ball. The ball would be 8” from the bumper. So I’d need to be 44” from trailer face to Jeep bumper, at full 90 degree clearance. At 45 degree clearance, I’d still need around 38”.
An advantage of the rounded front shape is that it allows the gap at the center to be at 20” from front face to bumper and allow over 45 degrees cornering clearance.
With a flat front 44” away, I’d need to install some sort of inflatable bladder of some sort or some stretchable material that is impractical in use to help jump that gap. A rounded section seems a good compromise. And I can still add an easily removable divider in the centerline to nearly close the gap between the two sides. However, I have been under the assumption that in a cross wind, the rounded front performs very well allowing breeze smoothly through the gap and reattaching on the other side. This is more useful on trailer shapes with a height well above the tow vehicle though I’m sure.
With only a 6’ total width, and the tires just barely with that width, I’m inclined to keep stability a primary importance. The trailer will be low, with the center of mass of the live load as low as possible. Still I’d like to keep any cross wind effects to a minimum. I’ve driven in some situations where cross winds really shoved my long wheelbase 8000lb l tow vehicle around. My modest wheelbase 5200 lb SUV will only be more susceptible
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