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Reese
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Experience the ultimate in sway control and weight distribution. The Dual Cam II continually works to ensure the highest level of towing safety. The stronger the sway force, the more the Dual Cam System works to stop it. Its the difference between active sway and passive sway control where our unique design literally forces the trailer to stay in a straight line behind the tow vehicle. The newly redesigned Dual Cam II system is now easier than ever to install and offers even broader application coverage to work with the most popular trailer frames.
| BRAND: | REESE |
| PART NUMBER: | 66093 |
| WARRANTY: | LIMITED LIFETIME WARRANTY |
| WEIGHT: | 101.5 LBS |
| CAPACITY: | 12,000 LBS. |
| GROSS TONGUE WEIGHT: | 1,200 LBS. |
| INCLUDES SWAY CONTROL: | YES |
| UNIVERSAL OR SPECIFIC FIT: | UNIVERSAL |
| LENGTH: | 31 IN. |
| SAFETY CHAINS INCLUDED: | NO |
| MATERIAL: | STEEL |
| MOUNTING HARDWARE INCLUDED: | YES |
| ADJUSTABLE ARMS: | YES |
| MOUNTING BRACKET POSITION: | 28 IN. |
| COLOR: | BLACK |
| BOLT GRADE: | GRADE 5 NUT & GRADE 8 BOLT |
Reese has designed towing equipment since 1952 and remains a benchmark for heavy-duty towing. The line covers fifth wheel hitches such as the modular M5, gooseneck couplers including the Goose Box, air-ride and short-bed pin boxes, weight distribution systems with active sway control, and the accessories that connect them, all built to exceed published industry standards.
Reese has been pioneering towing performance since 1952, when Margaret Reese asked her husband TJ to stop travel trailers rocking every time somebody walked through them. His answer, the first pair of stabilising jacks, was simple and effective enough to change the RV industry. From that starting point Reese grew into a designer and manufacturer of complete towing systems, and today it anchors the heavy-duty end of the Horizon Global towing portfolio.
Fifth wheel towing is where the brand's engineering is most visible. The M5 fifth wheel hitch uses a modular design that breaks into manageable sections for assembly, with a wider stance, tighter tolerances and a shock absorption system aimed at the jolts that travel up through a truck bed. For owners who would rather tow from a gooseneck coupler and keep the bed clear, the Goose Box 20K replaces the trailer's king pin with a gooseneck connection carrying its own air-ride cushioning.
Pin boxes are a Reese speciality. The 5th Airborne uses air-ride technology to dampen road shock and reduce the chucking motion that makes fifth wheel towing tiring, while the Sidewinder was designed for short-bed pickups, pivoting the connection point so the trailer can turn sharply without the front cap meeting the cab.
For conventional towing, Reese weight distribution systems restore load to the tow vehicle's front axle and control sway. The Pro Round Bar distributes weight evenly while damping sway, and the Pro Dual Cam II uses active cam-based sway control that works harder the stronger the sway force becomes. Complete kits pair bars, head and shank to a rated tongue weight, and dedicated sway control kits can be added to existing setups. The products suit RV owners, horse and livestock haulers and anyone towing near the upper end of a vehicle's rating.
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The Dual Cam II works with trailers that have 1-1/2" or 2" frame widths and frame heights of 4" to 7". It can be installed on both aluminum and steel trailers. You will need to provide an appropriately rated hitch shank, which is not included with the kit. Confirm your trailer's frame width and height before purchasing.
The Dual Cam II comes in three models: 66091 (600 lbs spring bar rating, 600 lbs max tongue weight, 12,000 lbs max GVWR), 66092 (800 lbs spring bar rating, 800 lbs max tongue weight, 12,000 lbs max GVWR), and 66093 (1,200 lbs spring bar rating, 1,200 lbs max tongue weight, 12,000 lbs max GVWR). Without spring bars, the kit carries a maximum of 1,000 lbs tongue weight and 10,000 lbs GVWR.
You will need: 1-1/8" socket and wrench, 15/16" socket and wrench, 3/4" socket and wrench, a torque wrench capable of up to 450 ft-lbs, and a tape measure.
No. The Dual Cam II features a no-drill installation design.
The hitch ball must be torqued to 450 ft-lbs. The kit includes a pre-assembled 2-5/16" ball that comes pre-torqued to 450 ft-lbs, but you must check this torque before each use.
Yes. It is recommended to remove the spring bars while backing up into campsites, driveways, and similar tight areas.
A weight distribution kit is a system that acts as leverage between the tow vehicle and trailer, causing the tongue weight to be carried by all axles of both the tow vehicle and trailer. The Dual Cam II is a fully automatic, active sway control system that forces the trailer to stay straight behind the tow vehicle. The stronger the sway force, the more the system works to stop it. Hooking up the spring bars automatically engages the sway control—no separate sway bar is needed.
No. The Dual Cam II is built in with sway prevention, so sway bars are not required.
Yes, the Dual Cam II can be installed on an aluminum trailer. However, you must use an isolator to avoid galvanic corrosion. Polypropylene tape or heavy-duty packaging tape can be used as an isolator.
No. You cannot tow higher loads with a lower-rated spring bar. You must use the spring bar model that matches your load requirements: 66091 for up to 600 lbs, 66092 for up to 800 lbs, or 66093 for up to 1,200 lbs.
The Dual Cam II comes with a pre-assembled 2-5/16" hitch ball. The ball mount requires a ball with a 1-1/4" shank thread size. Confirm that your trailer coupler is 2-5/16" or replace the hitch ball if needed.
Yes. The Dual Cam II does not include a hitch bar or shank. You must install an appropriately rated hitch bar in your truck receiver and secure it with a hitch bar pull pin and retainer clip (not provided). The hitch bar can be used in rise or drop position depending on your towing setup. Reese part number 3357 (2-inch hitch bar) is shown as a reference example in the manual.
If your truck is equipped with air bags, it may be necessary to turn off the system and wait 20 minutes to ensure the air bags are fully deflated before installation. Refer to your vehicle's owner's manual for proper towing procedures. Weight distribution between the truck and trailer may be improper if air bag deflation instructions are not followed.
The hitch ball should be approximately 1 inch above the trailer coupler. This height compensates for vehicle squat when the truck and trailer are connected. After installation, the loaded ball height should never be greater than the uncoupled ball height, or front wheel overload and loss of rear wheel traction can result.
Install the spring bars by rotating them horizontally and slipping the lower trunnion posts into the pockets of the ball mount, then rotating the bars into position parallel to the trailer frame rails.
The top bolt of the ball mount should be tightened to 300 ft-lbs of torque, and the bottom bolt should also be tightened to 300 ft-lbs of torque. Ensure the adjustment washers are in the same tooth position on either side of the ball mount before tightening.
For each side of the trailer, loosely assemble the upper cam weldment, inner frame bracket, upper bracket hex bolt (4" long for 2" wide frames, 3-1/2" long for 1-1/2" wide frames), and lock nut. Slip the brackets over the trailer frame so that the center of the brackets is in line with the center of the convex portion of the cam in the spring bars. Repeat on the other side.
Use a 3" long bolt for 1-1/2" wide frames and a 3-1/2" long bolt for 2" wide frames. These are the lower bracket bolts (part 14) that secure the lower frame bracket with a conical washer.
Torque the carriage bolts (part 16) to 130 ft-lbs. Torque the cam bolts (part 21) to 100 ft-lbs. Do not fully torque the carriage bolts during initial assembly; allow for some sliding to position the brackets correctly so the spring bars align on the cam.
Slide the cam over the upper cam weldment and position the bottom of the cam surface approximately 4" above the top of the spring bar surface. Bolt the cam in position using 5/8" bolts and lock washers. Ensure bolts do not use the same threaded hole as the lower frame bolt. Cam bolts may have either 1 or 2 open holes between them, but both bolts must be installed in threaded holes.
After coupling the trailer to the ball mount, use the trailer jack to lower the trailer to remove the load on the spring bars. This allows the spring bars to be swung on top of the cams without excessive force. A block may be required under the jack to achieve the required extension length. Once the bars are positioned on the cams, use the trailer jack to raise the trailer to its original position. Install the spring bar retainer and secure it with a lynch pin. If a trailer jack is not available, use the spring bar lever with extreme caution.
After installation, remeasure the distance from the truck fender to the ground. If the measurement is higher than before installation, the front axle load may be lower; raise the cam by one bolt hole to restore the front axle load. If the measurement is lower, the front axle load may be higher; lower the cam by one bolt hole to reduce it. Repeat measurements until the fender height matches the original measurement.
Use the ball mount spacer provided when there is a gap between the ball mount and shank. It is easier to install the spacer from the top. If the spacer aligns with both holes, use the entire spacer. If it does not fit between the ball mount and shank, discard it. If it does not go in far enough to reach both holes, cut the spacer in half and use only the top half for the top bolt hole. In rare cases where two spacers are needed, contact customer service at 800-632-3290 for a free additional spacer (part number 58207).
Lubricate the trunnions, ball, and cam (spring bar and cam interface) with lithium grease or heavy oil at the first 250 miles. Wipe clean with a rag before lubricating to allow the bars to embed properly. Before every trip, keep trunnions and sockets free of dirt and debris and well lubricated. Clean the ball and coupler socket and coat the ball lightly with grease. Check spring bars and bolts for wear and replace any component before it becomes worn halfway through. Verify all bolts are properly tightened and the hitch pin and clip are secure. Check electrical hookups and safety chains. Keep the hitch painted to prevent rust. It is recommended to mark the spring bars to identify driver's side or passenger side, and avoid switching sides every trip as this can cause excessive noise.
Tongue weight should be about 10-15 percent of the gross trailer weight for most trailers. Too low a percentage of tongue weight will often produce a tendency to sway. Excess weight on the tongue can also lead to sway and damage the hitch and/or tow vehicle.
If your trailer has a straight tongue instead of an A-frame, you will need to use a pole tongue adapter. This adapter attaches to the trailer tongue and provides a place to attach the bracketry.
If any part of your towing system bottoms out or if you suspect damage may have occurred in any other way, pull over and make a thorough inspection. Correct any problems before resuming travel. Severe bumps and badly undulating roads can damage your towing vehicle, hitch, and trailer and should be negotiated at a slow, steady speed.
Yes. Remove the hitch from the towing vehicle receiver when not towing to prevent contamination of head sockets, reduce the chance of striking the hitch on driveway ramps or other objects, and minimize damage in the event of a rear-end collision.
No. Trailers should not be occupied while being towed under any circumstances.
Always hook up trailer lights, turn signals, electric brakes, and break-away switch connection (if equipped) even for short trips.
Do not exceed your towing vehicle manufacturer's recommended vehicle towing capacity. Do not modify the kit. Do not tow one trailer behind another (tandem towing). Failure to follow these instructions may cause property damage, injury, or death.
Avoid putting any part of your body under the trailer or between the truck and trailer. If you must do so, you must perform all of the following steps: check that the truck transmission is in park, check that the emergency brake is set, block in front of and behind all trailer tires, and check that the trailer landing gear are resting on firm ground.
The loaded ball height should never be greater than the uncoupled ball height. If it is, front wheel overload and loss of rear wheel traction can result, leading to unstable handling, reduced braking ability, and a tendency to jackknife when turning and braking at the same time. If the loaded ball height is greater than the uncoupled height, reduce the take-up on the spring bars and re-measure until proper height is obtained.
Metal-to-metal contact may result in noises, especially at slower speeds. This is normal. Spring bars and cams are not expected to be at the same angle. Spring bars may not necessarily sit flat on the cams. Some elongation of socket openings (seat in) is normal. Excessive wear in the trunnion and socket area may indicate overload or inadequate lubrication.
The hitch ball rating must equal or exceed the trailer's GVWR (gross vehicle weight rating). Hitch balls may have reduced load ratings, so verify that your ball's rating is sufficient for your specific trailer.
If the truck fender height is higher than the original measurement after installation, the front axle load may be lower, indicating the system needs additional weight distribution. Raise the cam by one bolt hole to restore the front axle load. Remeasure the fender height and repeat if necessary until it matches the original measurement.
If the truck fender height is lower than the original measurement after installation, the front axle load may be higher. Lower the cam by one bolt hole and fasten the bolts. Remeasure the fender height and repeat if necessary until it matches the original measurement.
If the spacer aligns with both holes, use the entire spacer. If the spacer does not fit between the ball mount and shank, discard it and continue with installation. If the spacer does not go in far enough to reach both holes, cut the spacer in half and use only the top half for the top bolt hole, then discard the cut remnants. If two spacers are needed in rare cases, contact customer service at 800-632-3290 for a free additional spacer (part number 58207).
Metal-to-metal contact between the spring bars and cams may result in noises, especially at slower speeds. This is normal. Ensure trunnions, ball, and cam are well lubricated with lithium grease or heavy oil. Lubricate at the first 250 miles and before every trip. It is also recommended to mark the spring bars to identify driver's side or passenger side and avoid switching sides every trip, as this can cause excessive noise.
Excessive wear in the trunnion and socket area may indicate overload or inadequate lubrication. Keep trunnions and sockets free of dirt and debris and well lubricated before every trip. Some elongation of socket openings (seat in) is normal.
Jennifer
Ordered online. Shipment arrived on time and with all the correct parts. Great customer service and friendly staff. Also, pricing was great!
May 22, 2023
