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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: | 66091 |
| WARRANTY: | LIMITED LIFETIME WARRANTY |
| WEIGHT: | 88.5 LBS |
| CAPACITY: | 6,000 LBS. |
| GROSS TONGUE WEIGHT: | 600 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 is a weight distribution and active sway control system for trailers. It distributes tongue weight across all axles of the tow vehicle and trailer, reducing front-end squat and improving stability. The system features a fully automatic, active sway control design that forces the trailer to stay straight behind the tow vehicle. The stronger the sway force, the more the system works to counteract it. Unlike passive sway bars, the Dual Cam II uses a unique cam-based design that continuously adjusts to towing conditions.
The Dual Cam II works with both 1-1/2" and 2" frame widths and frame heights of 4" to 7". The kit includes different length bolts for each frame width: 3" bolts for 1-1/2" frames and 3-1/2" bolts for 2" frames.
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 between the kit components and the aluminum frame.
No. The Dual Cam II is built in with sway prevention, so a separate sway bar is not required. The system provides active sway control through its cam-based design.
The Dual Cam II comes with a pre-assembled 2-5/16" hitch ball. You must confirm that your trailer coupler is 2-5/16", or replace the hitch ball on the ball mount. The ball mount requires a ball with a 1-1/4" shank thread size. The ball must be torqued to 450 ft-lbs.
The Dual Cam II is available in three ratings: Kit 66091 has a spring bar weight rating of 600 lbs with max tongue weight of 600 lbs and max GVWR of 12,000 lbs; Kit 66092 has a spring bar weight rating of 800 lbs with max tongue weight of 800 lbs and max GVWR of 12,000 lbs; Kit 66093 has a spring bar weight rating of 1,200 lbs with max tongue weight of 1,200 lbs and max GVWR of 12,000 lbs. Without spring bars, the kit is rated for max tongue weight of 1,000 lbs and max GVWR of 10,000 lbs.
No. You cannot tow higher loads with lower-rated spring bars. You must use the spring bar rating that matches or exceeds your trailer's tongue weight and GVWR. Using undersized spring bars will not provide adequate weight distribution and sway control.
The following tools are required: 1-1/8" socket and wrench, 15/16" socket and wrench, 3/4" socket and wrench, a torque wrench capable of going up to 450 ft-lbs, and a tape measure.
The kit includes: ball mount assembly with pre-torqued 2-5/16" hitch ball, spring bars (quantity 2, rating depends on kit number), upper and lower cam weldments (quantity 2 each), inner and outer frame brackets (quantity 2 each), carriage bolts, hex bolts in multiple sizes, lock washers, conical washers, hex nuts, lock nuts, adjustable washers, ball mount spacer, bolt-on cams, bar retainers, lynch pins, and spring bar lever. The hitch bar and shank are not included and must be purchased separately.
No. The hitch bar is not included with the kit. You must install an appropriately rated hitch bar in your truck receiver. Reese part number 3357 (2-inch hitch bar) is shown as a reference example in the manual.
No. The shank is not included. You must use an appropriately rated shank for your towing setup.
Position the tow vehicle and trailer on level pavement in a straight line, uncoupled. Ensure the trailer is level both front-to-back and side-to-side. Measure and record the height from the ground to the front truck fender—this baseline is critical for verifying proper weight distribution after installation. If your truck is equipped with air bags, you may need to turn off the system and wait 20 minutes for deflation before installation. Consult your vehicle's owner's manual for proper towing setup. Install the hitch bar in the truck receiver and secure it with the hitch bar pull pin and retainer clip (not provided).
The hitch ball must be positioned approximately 1 inch above the trailer coupler. This compensates for vehicle squat when the truck and trailer are connected. To set this: level the trailer, measure the distance from the ground to the top of the coupler ball socket, then slide the ball mount on the hitch bar so the top of the ball is approximately 1 inch above the top of the coupler. If needed, use the ball mount spacer (provided) to fill any gap between the ball mount and hitch bar.
Install the spring bars by rotating them horizontally, 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 bars should rest on the cam brackets after the full assembly is complete.
The hitch ball must be torqued to 450 ft-lbs. The kit comes with a pre-assembled ball already torqued to this specification, but you must check the torque before each use.
The top bolt of the ball mount is tightened to 300 ft-lbs of torque, and the bottom bolt is also tightened to 300 ft-lbs of torque. These bolts secure the ball mount pitch after the adjustment washers are positioned correctly.
The carriage bolts (connecting upper and lower brackets) are torqued to 130 ft-lbs. The cam bolts (securing the cam to the upper cam weldment) are torqued to 100 ft-lbs.
Loosely assemble the upper cam weldment, inner frame bracket, upper bracket hex bolt, and lock nut on one side of the trailer. 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. Then slide the lower frame bracket around the inner frame bracket, between the outside of the trailer frame and outer frame bracket. Partially tighten both upper and lower bracket bolts until the brackets become flush with the inside and outside surfaces of the trailer frame, allowing some sliding for correct positioning.
For 2" wide frames, use the 4" long upper bracket hex bolt (5/8" 11x4"). For 1-1/2" wide frames, use the 3-1/2" long upper bracket hex bolt (5/8" 11x3-1/2").
For 1-1/2" wide frames, use the 3" long lower bracket bolt (5/8" 11x3"). For 2" wide frames, use the 3-1/2" long lower bracket bolt (5/8" 11x3-1/2").
Slide the cam over the upper cam weldment and position the bottom surface of the cam approximately 4 inches above the top surface of the spring bar. Bolt the cam in position using the 5/8" bolts and lock washers. Ensure the 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. Torque both cam fasteners to 100 ft-lbs.
With the trailer coupled to the ball mount, use the trailer jack to lower the trailer to remove the load on the spring bars so they can be swung onto the cams without excessive force. Once the spring bars are positioned on the cams, use the trailer jack to raise the trailer back to its original position. Install the spring bar retainer and secure it with the lynch pin. If a trailer jack is not available or cannot be used, the spring bars can be installed manually using the spring bar lever (included), but extreme caution must be followed.
Ensure the adjustment washers are in the same tooth position on either side of the ball mount by counting the number of exposed teeth on either side. The washer teeth must be parallel to the ball mount teeth for proper engagement. When the spring bars are lifted to maximum height, note the tooth position of the adjustment washers on the ball mount—this is the position where the adjustment washers need to be tightened to achieve the proper ball mount angle.
After installation, remeasure the distance from the ground to the front truck fender at the same location measured before installation. The measurement should be the same as the baseline. If the fender height is higher than the unloaded measurement, the front axle load may be lower and the system needs additional weight distribution—raise the cam by one bolt hole to restore the front axle load. If the fender height is lower than the unloaded measurement, the front axle load may be higher—lower the cam by one bolt hole to reduce the front axle load. Ensure all bolts are securely fastened before towing.
The loaded ball height must never be greater than the uncoupled ball height. If the loaded ball height is greater than the uncoupled height, 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 this occurs, reduce the take-up on the spring bars and re-measure until proper height is obtained.
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 in the cams. Before every trip: keep trunnions and sockets free of dirt and debris and well lubricated; keep the head assembly exterior clean, especially trunnion sockets; keep the hitch painted to prevent rust (do not paint over labels); 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 hitch pin and clip are secure; check electrical hookups and safety chains. It is recommended to mark the spring bars to identify driver's side or passenger side, and switching sides every trip is not recommended as it can cause excessive noise.
It is recommended to remove the spring bars while backing up into campsites, driveways, and other tight areas to prevent damage to the ball mount and trailer. Spring bars can swing left and right a limited amount and can damage the ball mount if over-rotated.
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 the towing vehicle, hitch, and trailer and should be negotiated at a slow, steady speed.
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. The maximum tongue weight depends on your kit: 600 lbs for kit 66091, 800 lbs for kit 66092, 1,200 lbs for kit 66093, or 1,000 lbs if using the kit without spring bars.
Remove the hitch from the towing vehicle receiver when not towing. This prevents contamination of the head sockets, reduces the chance of striking the hitch on driveway ramps or other objects, and minimizes damage in the event of a rear-end collision.
No. Do not attempt to tow any type of trailer behind another trailer. Towing multiple trailers may cause severe instability, loss of control and/or structural failure, and may result in vehicle accident, property damage, and personal injury. Towing multiple trailers is illegal in many jurisdictions.
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.
Avoid putting any part of your body under the trailer or between the truck and trailer, as unexpected or accidental movement can cause serious injury or death. If you must place any part of your body under the trailer or between the truck and trailer, you must: 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 Dual Cam II includes a limited lifetime warranty to the original consumer purchaser. The product is warranted to be free from material defects in both material and workmanship for the lifetime of ownership, ordinary wear and tear excepted, provided that installation and use are in accordance with product instructions. The warranty does not cover normal wear and tear, damage from abuse, neglect, misuse, accidents, misapplication, overloading, improper installation, improper maintenance and repair, or product alterations by anyone other than the manufacturer. Product replacement is the sole remedy under this warranty. To make a warranty claim, contact Horizon Global America Inc. at 47912 Halyard Drive Suite 100, Plymouth, MI 48170, or call 1-800-632-3290.
The Dual Cam II works with 1-1/2" and 2" frame widths and frame heights of 4" to 7". It requires a 2-5/16" hitch ball coupler. Confirm your frame dimensions and coupler size before purchasing.
You must purchase a hitch bar (not included) and an appropriately rated shank (not included) separately. The kit includes a pre-assembled 2-5/16" hitch ball, but you must verify your trailer coupler matches this size.
No. The Dual Cam II features no-drill installation. The kit uses existing trailer frame holes or bolts directly to the frame without requiring drilling.
You need: 1-1/8" socket and wrench, 15/16" socket and wrench, 3/4" socket and wrench, a torque wrench capable of 450 ft-lbs, and a tape measure.
The hitch ball must be torqued to 450 ft-lbs. The kit comes pre-torqued, but you must check the torque before each use.
Maximum tongue weight is 600 lbs (kit 66091), 800 lbs (kit 66092), 1,200 lbs (kit 66093), or 1,000 lbs without spring bars. Do not exceed your vehicle manufacturer's recommended towing capacity.
Before every trip: clean and lightly grease the ball and coupler socket, check spring bars and bolts for wear, verify all bolts are tightened, confirm hitch pin and clip are secure, and check electrical hookups and safety chains. Lubricate trunnions and cams with lithium grease or heavy oil at the first 250 miles.
If the fender height is higher than the baseline measurement taken before installation, the front axle load may be lower than intended. The system needs additional weight distribution. Raise the cam by one bolt hole to restore the front axle load. Remeasure the fender height to verify the adjustment.
If the fender height is lower than the baseline measurement taken before installation, the front axle load may be higher than intended. To lower the front axle load, lower the cam by one bolt hole and fasten the bolts. Remeasure the fender height to verify the adjustment.
Metal-to-metal contact between the spring bars and cams may result in noises, especially at slower speeds. This is normal. Ensure the trunnions, ball, and cam interface are well lubricated with lithium grease or heavy oil. It is recommended to mark the spring bars to identify driver's side or passenger side, and switching sides with the bars every trip is not recommended as it can cause excessive noise. Spring bars and cams are not expected to be at the same angle, and spring bars may not necessarily sit flat on the cams.
Yes, this is normal. Spring bars may not necessarily sit flat on the cams. Additionally, spring bars and cams are not expected to be at the same angle. Some elongation of socket openings ("seat in") is normal as the bars embed into the cams.
Excessive wear in the trunnion and socket area may indicate overload or inadequate lubrication. Keep trunnions and sockets in the head assembly free of dirt and debris and well lubricated. Some elongation of socket openings ("seat in") is normal, but if wear appears excessive, check that you are not exceeding the weight rating of your kit and ensure proper lubrication with lithium grease or heavy oil.
Sam
The staff was able to quickly assist me with locating the correct product I needed. Shipping was really fast. Item arrived in 2 days. Will be using TowUniverse again!!
May 22, 2023
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