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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: | 66092 |
| WARRANTY: | LIMITED LIFETIME WARRANTY |
| WEIGHT: | 91 LBS |
| CAPACITY: | 8,000 LBS. |
| GROSS TONGUE WEIGHT: | 800 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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No. The Dual Cam II is a no-drill installation. The brackets slip over the trailer frame and are secured with bolts that do not require drilling the frame.
The Dual Cam II works with both 1-1/2" and 2" frame widths and frame heights of 4"-7".
Yes, the kit can be installed on an aluminum trailer. However, an isolator must be used to avoid galvanic corrosion. Polypropylene tape or heavy-duty packaging tape may be used as an isolator.
Required tools: 1-1/8" socket and wrench, 15/16" socket and wrench, 3/4" socket and wrench, torque wrench capable of up to 450 ft-lbs, and tape measure.
No. The Dual Cam II has built-in sway prevention. Sway bars are not required.
The hitch ball must be torqued to 450 ft-lbs. The kit includes a pre-assembled ball torqued to this specification, but it must be checked before each use.
The kit comes with a pre-assembled 2-5/16" hitch ball. Confirm that the trailer coupler is 2-5/16" or replace the hitch ball. The ball mount requires a ball with a 1-1/4" shank thread size.
No. The Dual Cam II does not include a hitch bar. An appropriately rated hitch bar must be purchased separately and installed in the truck receiver. Reese part number 3357 (2-inch hitch bar) is recommended as reference.
The Dual Cam II comes in three models with different spring bar ratings: Model 66091 has a 600 lbs spring bar rating with max tongue weight of 600 lbs and max GVWR of 12,000 lbs; Model 66092 has an 800 lbs spring bar rating with max tongue weight of 800 lbs and max GVWR of 12,000 lbs; Model 66093 has a 1,200 lbs spring bar rating with max tongue weight of 1,200 lbs and max GVWR of 12,000 lbs. Without spring bars (weight carry mode), max tongue weight is 1,000 lbs and max GVWR is 10,000 lbs.
No. Higher loads cannot be towed with a lower-rated spring bar. You must use the spring bar rating that matches or exceeds your trailer's tongue weight and GVWR.
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 coupling the trailer, measure the distance from the ground to the top of the coupler ball socket, then position the ball mount so the top of the ball is ~1" above the top of the coupler.
Line up the tow vehicle and trailer on level pavement in a straight line, uncoupled. Make sure the trailer is level both front-to-back and side-to-side. Measure and record the height from the front truck fender to the ground—this baseline is used to verify proper weight distribution after installation. If the truck is equipped with air bags, turn off the system and wait 20 minutes to ensure the air bags are deflated before installation, as improper deflation can result in incorrect weight distribution.
Rotate the spring bars horizontally and slip the lower trunnion posts into the pockets of the ball mount, then rotate the bars into position parallel to the trailer frame rails. The bars should be installed so they rest on the cam brackets after the system is fully assembled.
The top bolt (5-1/2" long) and bottom bolt (4-1/2" long) of the ball mount must each be tightened to 300 ft-lbs of torque. Tighten the top bolt first, then the bottom bolt.
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 both sides. 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—this is the position where they should be tightened to achieve the proper ball mount angle.
Loosely assemble the upper cam weldment, inner frame bracket, upper bracket bolt, 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. The brackets should be positioned before final tightening so the spring bars can rest properly on the cams.
For 1-1/2" wide frames, use the 3-1/2" long upper bracket bolt (part 11). For 2" wide frames, use the 4" long upper bracket bolt (part 11).
For 1-1/2" wide frames, use the 3" long lower bracket bolt (part 14). For 2" wide frames, use the 3-1/2" long lower bracket bolt (part 14).
Slide the lower frame bracket around the inner frame bracket, positioning it between the outside of the trailer frame and the outer frame bracket. Secure it with the appropriate lower bracket bolt and conical washer. The bracket should be positioned so it is flush with the inside and outside surfaces of the trailer frame.
Select carriage bolts (1/2"-13 x 8-1/2"), 1/2" nuts, and 1/2" conical washers. Slide the carriage bolts through the upper cam weldment so they pass through the square holes of the lower cam. Install the fasteners as close to the frame as possible. Tighten bolts and nuts until the lower frame bracket is held securely against the bottom of the frame, but do not fully torque them yet—allow some sliding of the assembly 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 surface of the cam approximately 4" above the top surface of the spring bar. This positioning allows the spring bars to rest properly on the cam when loaded.
Torque both carriage bolts (part 16) to 130 ft-lbs. Torque both cam bolts (part 21, 5/8" bolts) to 100 ft-lbs. These torque values apply after the brackets are positioned correctly and the spring bars are properly aligned on the cams.
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 a lynch pin. Repeat on the other side. If a trailer jack is not available, the spring bar lever (part 24) may be used with extreme caution.
After raising the trailer jack to its original position and installing the spring bar retainers, remeasure the distance from the front truck fender to the ground. This measurement should match the baseline measurement taken before installation. If the measurement is higher, the front axle load may be lower and the system needs additional weight distribution—raise the cam by one bolt hole. If the measurement is lower, the front axle load may be higher—lower the cam by one bolt hole. Ensure all bolts are securely fastened before towing.
The ball mount spacer fills any gap between the ball mount and the hitch bar shank. It is easier to install 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 and continue. 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, then discard the remnants. In rare cases where two spacers are needed, contact customer service at 800-632-3290 for a free additional spacer kit (part number 58207).
Loaded ball height should never be greater than 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 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 within 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. 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. It is recommended to mark the spring bars to identify driver's side or passenger's 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 similar tight areas to prevent jackknifing or damage. The trunnion bars swing left and right a limited amount and can damage the ball mount if over-rotated.
If any part of the 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.
Avoid putting any part of your body under the trailer or between the truck and trailer. If you must place any part of your body under the trailer or between the truck and trailer, you must perform all the following steps: (1) Check that the truck transmission is in park, (2) Check that the emergency brake is set, (3) Block in front of and behind all trailer tires, (4) Check that the trailer landing gear are resting on firm ground.
Hitch balls may have reduced load ratings. The ball rating must equal or exceed the trailer's GVWR (Gross Vehicle Weight Rating). Always verify the ball rating before towing.
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.
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.
Unless specified otherwise by the towing vehicle or trailer manufacturer, tires should be inflated to their maximum recommended pressure.
Weight distribution mode uses the spring bars to distribute tongue weight across all axles of the tow vehicle and trailer. In weight carry mode (without spring bars), the system carries tongue weight directly on the hitch ball without distribution. Weight distribution mode allows higher tongue weight capacity (600-1,200 lbs depending on model) and higher GVWR (12,000 lbs), while weight carry mode is limited to 1,000 lbs tongue weight and 10,000 lbs GVWR.
FALR stands for Front Axle Load Restoration. It is the process of restoring the front axle load of the tow vehicle to its original level after the trailer is coupled. The Dual Cam II system uses adjustable cam positioning to achieve proper FALR, which is verified by measuring the truck fender height before and after installation. Proper FALR ensures safe weight distribution and prevents front wheel overload.
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, or product alterations by anyone other than the manufacturer. Product replacement is the sole remedy. 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. Retain your purchase receipt and provide the product model number.
If the fender height is higher than the baseline measurement taken before installation, the front axle load may be lower than desired. The system needs additional weight distribution. Raise the cam by one bolt hole to restore the front axle load, then remeasure the fender height.
If the fender height is lower than the baseline measurement taken before installation, the front axle load may be higher than desired. To lower the front axle load, lower the cam by one bolt hole and fasten the bolts, then remeasure the fender height.
Metal-to-metal contact between the spring bars and cams may result in noises, especially at slower speeds. This is normal. It is recommended to mark the spring bars to identify driver's side or passenger's side, as switching sides with the bars every trip is not recommended and can cause excessive noise. Ensure the trunnions, ball, and cam are well lubricated with lithium grease or heavy oil.
No. Spring bars may not necessarily sit flat on the cams. Some variation in contact is normal and does not indicate a problem. The bars should be properly seated in the ball mount and positioned on the cams so that they rest at approximately the correct height.
Yes. Some elongation of socket openings (called "seat in") is normal as the spring bars embed into the cams. However, excessive wear in this area may indicate overload or inadequate lubrication. Keep trunnions and sockets free of dirt and debris and well lubricated.
Sam
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
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