SERV7104-01

Volume 1, Number 1
January 2004

SERVICE TRAINING
TECHNICAL PRESENTATION

564 (KBN) AND 574B (RLS)

FORWARDERS

New Product Introduction

(NPI)

564 (KBN) AND 574B (RLS) FORWARDERS

CONTENT
This self paced, self directed presentation provides new and different New Product Introduction
(NPI) information for the 564 and 574B Forwarders.

OBJECTIVES
After learning the information in this presentation, the technician will be able to:
1. locate and identify the new components on the 564 and 574B Forwarders; and
2. explain the operation of the new components in the systems.

REFERENCES
STMG 727 "554/574 Forwarders Hydraulic System Operation"
CD ROM version of SESV1727
554/564/574B Forwarders Operation and Maintenance Manual
3056E Engine for Caterpillar Built Machines
Systems Operation, Testing and Adjusting
574B Forwarder Electrical System Schematic
574B Forwarder Hydraulic Systems Operation, Testing and Adjusting
574B Forwarder Hydraulic System Schematic
574B Forwarder Power Train Systems Operation, Testing and Adjusting
IQANdevelop G3 Systems Operation
564 Parts Manual
574B Parts Manual
STMG 595 "Introduction to Load Sensing/Pressure Compensated
Hydraulic Systems"
Interactive Video Course "Fundamentals of Mobile Hydraulics"

Estimated Time: 2.5 Hours

Illustrations: 52
Form: SERV7104-01
Date: 01/04
2004 Caterpillar Inc.

SESV1727
SERV1727
SEBU7796
RENR2416
RENR6122
RENR6117
RENR6119
RENR6114
SENR6373
SEBP3311
SEBP3881
SESV1595
TEMV9001

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TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................5
FRAME AND BODY...................................................................................................................8
OPERATOR'S STATION..............................................................................................................9
ENGINE......................................................................................................................................20
Engine Speed Control ...........................................................................................................24
Electronic Fuel Pump............................................................................................................25
Cooling System.....................................................................................................................31
POWER TRAIN .........................................................................................................................32
Hydraulic Pumps...................................................................................................................34
Drive Motor(s) and Transmission .........................................................................................36
IMPLEMENT HYDRAULIC SYSTEM....................................................................................38
Implement Hydraulic Control Valve Group..........................................................................42
Integrated Hydraulic Control Valve Group...........................................................................43
STEERING SYSTEM ................................................................................................................45
BRAKE SYSTEM ......................................................................................................................48
MONITORING SYSTEM ..........................................................................................................51
SIGNIFICANT MAINTENANCE CHANGES .........................................................................58
Engine Maintenance..............................................................................................................59
Hydraulic System Maintenance ............................................................................................60
NEW TOOLING/SKILLS REQUIRED FOR SERVICE...........................................................62
CONCLUSION...........................................................................................................................63
HYDRAULIC SCHEMATIC COLOR CODE...........................................................................64
HANDOUTS...............................................................................................................................65

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NOTES
QUIZ ANSWERS
1.

2.

3.

4.

5.

6.

7.

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NPI

564 (KBN) AND 574B (RLS)

FORWARDERS

2004 Caterpillar Inc.

1
INTRODUCTION
Shown is the left side of a 574B Forwarder. The 574B Forwarder is an updated model with
product enhancements from the 574 Forwarder. The 564 Forwarder is a new offering from
Caterpillar that is an eight wheel drive forwarder with many similarities to the 574B. The 574B
and the 564 Forwarders are both available as a six-wheel drive unit. These models retain many
of the functions and components from the original 574 model with updates that improve operator
comfort, engine emissions, and productivity.
NOTE: The "HYDRAULIC SCHEMATIC COLOR CODE" is located after the
"CONCLUSION" of this presentation.

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SIMILARITIES AND DIFFERENCES

FEATURES

DIFFERENT

SIMILAR

Machine Appearance

Operator's Station

Engine

ATAAC

Transmission

Steering System

Brake System

Implement Hydraulic System

Monitoring System

Maintenance Items

Tools / Skills

SAME

2
Changes from the 574 to the 574B Forwarder include:
- new machine frame and sheet metal
- updated operators station
- Caterpillar 3056E electronic diesel engine
- Air to Air Aftercooler (ATAAC)
- swing out cooling package
- two-speed transmission
- removal of steering wheel and hand metering unit (HMU)
- relocation of integrated hydraulic control valve group
- Caterpillar Electronic Technician (Cat ET) engine diagnostics capability
- new IQAN MDM (IQAN Master Display, Mini) monitoring and control system

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574B AND 564 COMPARISON

DESCRIPTION

564

3056E Engine

137 HP (102 kW)

159 HP (119 kW)

Drive Motor

1 X 210 cc

2 X 135 cc

Loader

Loglift 61

Loglift 71

Optional Loader

Loglift 71

Tilt Loader

574B

3
To better suit certain applications the 564 Forwarder has a lighter operating weight than the
574B. Hydraulically and mechanically the two machines are very similar.
This presentation will cover both machines interchangeably.
Differences from the 564 found on the 574B include:
- increased operating weight
- higher horsepower rating
- series drive motors for increased torque
- larger standard loader
- optional tilt loader

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3
2

1
4

4
FRAME AND BODY
The 564 and 574B have a redesigned front frame and body. The front frame was redesigned for
greater ground clearance and maneuverability. The front belly pan (1) has also been changed.
The belly pan is now mounted with gas assisted shocks. After the mounting bolts have been
removed from the belly pan, the belly pan will lower with the assistance of the shocks.
The front bogies (not visible) no longer have a lift control. The bogies articulate freely without
the use of a hydraulic cylinder. The increased ground clearance provided by the redesigned
frame no longer necessitates the bogie lift control.
The engine enclosure (2) has also been redesigned to enhance machine appearance and increase
operator visibility.
The redesigned cab increases machine aesthetics, operator comfort, and visibility. The standard
working lights (3) on the exterior of the machine are used for increased visibility during night
operations. High Intensity Discharge (HID) lighting is now optional with the new forwarders
for maximum lighting.
The ladder (4) raises with a direct mounted hydraulic cylinder in place of the cable system
previously used. The ladder raises automatically when the parking brake is released.
A blade assembly (not shown) is now offered as an attachment on the 574B. The bunk and
grapple are similar to the 574.

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SIGNIFICANT OPERATORS
STATION CHANGES
Consoles Redesigned
Swit ch Relocat ion
Steering Wheel Removed
New IQAN Monitoring System

5
OPERATORS STATION
The operators station for the 564 and 574B forwarders has been redesigned.
Significant changes include:
- The operators controls have been redesigned on new consoles.
- Many of the switches have changed location and/or appearance.
- The steering wheel has been removed from the cab.
- The IQAN monitoring system has been updated.

NPI

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6
The operators station has been significantly changed in appearance from the previous model.
The basic functions are similar to the 574. The compartment is now more ergonomic for the
operator.
The steering wheel and hand metering unit have been removed from the forwarder to simplify
the operator's compartment. All steering is normally performed using the switch (1) on the left
hand console or the switch (2) on the steering bracket on the right side of the operators
compartment. There is a mechanical backup steering lever that operates a push-pull cable for
emergency back-up steering.
The operators seat swivels to face the rear of the machine. There is an accelerator pedal at the
front and the rear of the cab, which allows the operator the ability to perform all machine
functions facing either the front or the rear of the machine.

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7
The operators seat is in the rear facing position in this view. Looking from the operators view
point the basic layout of the cab is visible.
The console (1) contains the controls for steering, transmission direction, transmission speed,
differential locks, horn, stick, extendable stick, and swing functions. The left console will be
discussed in more detail later in this presentation.
The accelerator pedal (2) controls the engine speed. When the accelerator is pressed, the service
brakes are automatically released. When the accelerator is released, the service brakes are
engaged.
The console (3) contains the control for the boom tilt, oscillation lock, momentary wiper switch,
mode selector switch, boom, rotator, and grapple. The right console will be discussed in more
detail on the following pages.
The IQAN MDM monitor (4) is attached to the right console. The new IQAN monitoring
system allows greater functionality than the monitoring system in the previous models. The
IQAN monitoring system control panel has been relocated from the control panel on the right
side of the cab to the right console. The IQAN system will be discussed in more detain on the
following pages.
NOTE: For more information regarding the IQAN, refer to the "554/564/574B Forwarders
Operation and Maintenance Manual" (SEBU7796) or the "IQANdevelop G3 - Systems
Operation" (RENR6373).

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1
4
2
5
6
7
3

8
Enhancements to the right console are ergonomic and aesthetic.
The addition of the IQAN MDM monitor to the right console is the most significant change.
The warning light (1) will indicate a machine fault.
The right joystick (2) controls the boom and grapple rotate functions. The grapple control
switch (3) opens and closes the grapple.
The 574B is equipped with a boom tilt function. The boom tilt switch (4) controls the boom tilt,
which allows the boom to articulate around obstacles.
The momentary wiper switch (5) allows the operator to activate the windshield wiper. The
oscillation lock switch (6) will lock and unlock the oscillation hitch at the articulation joint of
the machine. The mode switch (7) toggles the machine from Roading Mode to Working Mode.

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1
2
3

7
4
8
5

9
Enhancements to the left joystick are also ergonomic and aesthetic.
The terrain steering switch (1) controls the steering for the machine. The switch works in the
forward facing and the rearward facing seat positions, which allows the operator to steer the
machine while facing in either direction.
The differential lock switches control the front and rear differential lock mechanisms. The front
differential lock switch (2) controls the front differential. The rear differential lock switch (3)
controls the rear differential.
The transmission direction switch (4) is used to select the forward or reverse direction for the
transmission.
The horn switch (5) is located on the rear left side of the console.
The left joystick (6) controls the forwarder stick and swing functions.

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The extendable stick switch (7) controls the extendable stick movement.
The speed selector switch (8) is used to change speeds in the two speed mechanical
transmission. The transmission should be shifted only when the machine is STOPPED.
Pressing the switch momentarily in the "H" position shifts the transmission to the "High" range.
Pressing the switch momentarily to the "L" positions shifts the transmission to the "Low" range.
The 574 Forwarder had a three speed transmission. The three speed transmission was replaced
with a two speed transmission to improve the working ranges for the machine. The two speed
transmission also requires less shifting by the operator.

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10
The redesigned cab has an air conditioning system that is similar to the "D" Series Backhoe
Loaders. The cab filter housing is located at the right rear of the cab. The cab filter is
serviceable by removing the cab air filter cover (1). The evaporator, the blower motor, and the
orifice tube (not shown) are also located in the same housing.

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11
The control panel (1) on the right side of the cab has been redesigned. Many of the switches
have been moved to the cab pillar above the control panel. The IQAN MDM monitoring and
control system has been relocated to the right console.
The steering switch (2) steers the machine while in Roading Mode with the operator facing
forward. This steady grip allows the operator to have excellent control at roading speed.
The manual backup steering lever (3) also controls the machine steering. In the event of an
electrical system failure, this lever allows the operator to steer the machine. The removal of the
steering wheel from the cab necessitates this lever as a backup control.

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10

12
The right side control panel has been redesigned for greater operator convenience.
The parking brake control switch (1) engages and releases the parking brake. When the parking
brake is activated the ladder automatically lowers. When the parking brake is deactivated the
ladder automatically raises.
The keyswitch (2) starts and stops the engine.
The engine speed potentiometer (3) limits the minimum engine speed.
The maximum travel speed potentiometer (4) limits the maximum travel speed.
The emergency engine shutdown switch (5) stops the engine in case of an emergency.
The heating and air conditioning control cluster (6) controls the air conditioning and heating
system for the cab. The temperature control potentiometer (7) controls the cab temperature.

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The auxiliary power receptacles (8) are used for accessories. The top receptacle provides
24V DC for accessories, and the bottom receptacle provides 12V DC for accessories.
The preheat system control panel (9) controls the preheat system for the engine coolant.
The alert indicators (10) monitor various machine functions, including high and low beam
operating light indicators, turn signal status, and secondary steering status indicators.
NOTE: For more information regarding the control panel and the preheat system refer to the
"554/564/574B Operation and Maintenance Manual" (SEBU7796).

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13
Three banks of switches are located on the right cab post.
The top switches (1) control all-wheel drive, steering activation, and gate controls.
The center switches (2) control windshield wiper functions.
The bottom switches (3) control machine lighting.
NOTE: For more information regarding the cab post switches refer to the "554/564/574B
Operation and Maintenance Manual" (SEBU7796).

NPI

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3056E ENGINE SPECIFICATIONS

564

574B

Net Horsepower

137 (102 kW)

15 9 (119 kW)

Rated RPM

2200 RPM

2200 RPM

High Idle

2310 RPM

2310 RPM

Low Idle

800 RPM

800 RPM

14
ENGINE
The 564 and 574B are equipped with the electronically controlled, six-cylinder Caterpillar
3056E ATAAC diesel engine. The fuel system is controlled by the Engine Electronic Control
Module (Engine ECM) and the electronic distributor-type fuel injection pump.
Some key engine specifications for the 564 and the 574B are shown in the above illustration.

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4
5
6
7

15
This illustration shows the right side of the 3056E engine in the machine chassis. The right side
of the engine is accessed from the right side of the machine when the hood is raised.
Some of the visible components are:
- washer bottle (1)
- air filter housing (2)
- coolant expansion bottle (3)
- boost pressure sensor (4)
- turbocharger (5)
- air inlet manifold temperature sensor (6)
- air conditioning compressor (7)
- cover for machine preheater (8)
- alternator (9)

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5
6
7

10

16
This illustration shows the left side of the 3056E engine in the machine chassis. The left side of
the engine is accessed from the left side of the machine when the hood is raised.
Some of the visible components are:
- air filter restriction indicator (1)
- electronic fuel injection pump (2)
- intake preheater (3)
- secondary fuel filter (4)
- water pump (5)
- primary fuel filter and water separator (6)
- battery disconnect switch (7)
- engine ECM (8)
- secondary disconnect switch (9)
- jump-start receptacle (10)

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17
This illustration shows the following components looking from above the left side of the 3056E
engine:
- engine coolant temperature sensor (1)
- engine oil pressure sensor (2)
- engine oil fill cap (3)
- engine oil filter base (4)
- engine speed/timing sensor (5)

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564/574B
SPEED CONTROL
Engine
Minimum Speed
Potentiometer

Machine
Maximum Speed
Potentiometer

Front
Accelerator
Pedal

Rear
Accelerat or
Pedal

IQAN
Machine Control
System (MDM)
Secondary
Disconnect
Swit ch

CAN Data Link

IQAN
Machine Control
System (XT2)

Key Start
Switch

CAN Data Link

Electronic Fuel
Transfer/Timing
Pump Relay

Machine
Disconnect
Swit ch
Fuel Pump
Relay

CAN Data Link

Engine
ECM

+24 V

Elect ronic
Dist ribut or Pump

Volt age Load

Prot ect ion Module
( VLPM)

18
Engine Speed Control
The 564 and 574B engine speed is electronically controlled by the 3056E Engine ECM. The
operator selects the desired engine speed with either the engine minimum speed potentiometer or
one of the two accelerator pedals.
The engine minimum speed potentiometer and accelerator pedals send input signals to the MDM
module of the IQAN machine control system. The MDM module transmits the operator desired
engine speed data via the Controller Area Network (CAN) Data Link to the XT2 module of the
IQAN machine control system. The XT module transmits the desired engine speed data via the
CAN data link to the Engine ECM.
The Engine ECM controls the engine speed, based on inputs from the CAN data link and
internal programming parameters, by signalling the electronic distributor pump ECM over the
CAN data link. The Voltage Load Protection Module (VLPM) protects the electronic distributor
pump from voltage spikes.

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19
Electronic Fuel Pump
This view shows some of the components of the fuel pump. The Fuel Pump ECM (1) controls
the timing (timing solenoid) and injection duration (fuel quantity solenoid) as requested by the
Engine ECM. The Fuel Pump ECM communicates with the Engine ECM over the CAN Data
Link.
To disconnect the engine harness from the Fuel Pump ECM, pull the handle (2) away from the
engine.
If a new pump is installed on the engine, a locking bolt (3) must be loosened after installing the
pump on the engine. In the locked position, the bolt prevents the pump drive shaft from turning.
A two position spacer is located in the pump flange below the timing mark on the pump engine
flange. With the bolt loose, move the spacer to provide additional clearance between the bolt
head and the pump flange to unlock the pump drive shaft.
If this procedure is not performed, the fuel pump will be damaged if an attempt is made to start
the engine. If a timing pin was used, this bolt may not have been used to prevent the pump drive
shaft from turning.

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The fuel quantity solenoid (4) controls the amount of fuel that is delivered to the engine
cylinders through the delivery valves (5) and the high pressure fuel lines (6)
The timing solenoid (7) controls the timing advance mechanism (8). The timing advance
controls the timing of the fuel delivery relative to engine speed and position.

NPI

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ELECTRONICALLY CONTROLLED FUEL SYSTEM

LOW PRESSURE STAGE
FueL Return
Check valve
Lift
Pump

Engine ECM

Pump ECM
Roller
Plate

Speed Timing
Sensor

Ring

Fuel Quantity
Solenoid
Valve

Pressure
Regulator

Distributor
Plunger
Timing
Wheel

CAM
Plate

Transfer
Pump

Advance
Mechanism

Roller

Delivery
Valve
Injector

Timing
Solenoid

20
The electronically controlled distributor-type fuel system has many features of other distributortype fuel injection pumps currently used on Caterpillar products. Some of the mechanical
features used on other distributor-type fuel injection pumps are now done electronically.
When the engine is cranking, fuel is pulled from the fuel tank by the lift pump and sent through
the water separator, the Fuel Pump ECM, and the secondary filter to the fuel injection pump.
The transfer pump, located in the fuel injection pump, supplies fuel at a constant volume to the
injection pump chamber.
The fuel injection pump pressure regulator controls the maximum transfer pressure in the fuel
injection pump as it did on the previous distributor-type pumps. Transfer pressure will increase
as engine speed increases. The regulator also permits the fuel to bypass the transfer pump when
the fuel system is being primed.
As shown in this illustration, the fuel quantity solenoid valve is de-energized by the Fuel Pump
ECM to regulate the flow of fuel to the distributor plunger. The distributor plunger and cam
plate are shifted to the left by the springs.

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As the cam plate rotates, due to the fuel pump driveshaft, the plate moves the distributor plunger
in and out of the fuel pump housing as the cam plate travels on the rollers. In the low pressure
state, the plunger is moved to the left to allow fuel to enter the chamber on the right of the
distributor plunger.
The advance mechanism is controlled by the timing device solenoid. This solenoid is also
controlled by the Fuel Pump ECM. The advance mechanism progressively advances the start of
injection as engine speed increases. The advance mechanism causes the roller plate to rotate in
the pump housing. The spring in the mechanism moves the piston and roller plate to retard the
timing, while transfer pressure sensed on the left side of the piston works against the spring to
advance the timing.

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ELECTRONICALLY CONTROLLED FUEL SYSTEM

HIGH PRESSURE STAGE
Fuel Return
Check Valve
Lift
Pump

Engine ECM

Pump ECM
Roller
Plate
Ring
Pressure
Regulator

Speed Timing
Sensor
Fuel Quantity
Solenoid
Valve
Distributor
Plunger

Transfer
Pump

Timing
Wheel
Roller
Advance
Mechanism

CAM
Plate

Delivery
Valve
Injector

Timing
Solenoid

21
When the fuel quantity solenoid valve is de-energized (open), fuel travels at transfer pump
pressure via different channels in the distributor head and distributor shaft, into the distributor
plunger.
To start injection, the Fuel Pump ECM energizes the fuel quantity solenoid, which closes the
valve at the same time that the rollers cause the cam plate to begin moving to the right. As the
cam plate and plunger move to the right, the fuel is pressurized against the closed fuel quantity
solenoid valve.
The pressurized fuel is connected by a passage in the distributor plunger to an opening in the
fuel pump housing to one of the delivery valves. The delivery valve opens and fuel is directed
to the fuel injector nozzle. The delivery valves are check valves which open to allow fuel from
the pumping chamber to the injectors. There is one delivery valve per injector.
When the desired amount of fuel has been injected, the fuel quantity solenoid valve is
de-energized by the Fuel Pump ECM allowing the pressure to drop.

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As the pressure drops, the delivery valve closes. The delivery valves prevent the injector
nozzles from reopening due to resonance of the fuel in the high pressure fuel lines at the end of
the injection cycle by acting as a dampener to the pressure shock waves of the fuel as delivery
stops. This dampening effect prevents the engine from being over-fueled, which reduces
emissions and fuel consumption. The delivery valves also maintain a residual pressure in the
fuel lines, which helps ensure consistent fuel delivery volume and pressure on the next injection
cycle.
As the cam plate and plunger move back to the left to refill the plunger chamber, the distributor
piston rotates to align the pressurized fuel passage with the next cylinder.

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22
Cooling System
The 564 and 574B cooling system is easily serviced with a swing out designed cooling package.
The optional brush guard (1) swings out to allow access to the screen (2).
The fine screen is designed to catch most debris before air enters the cooling package. The
screen should be cleaned daily. The screen swings out allowing access to the hydraulic oil
coolers (3) and the air conditioning condenser (4).
The upper hydraulic oil cooler cools the implement oil, and the lower hydraulic oil cooler cools
the power train oil.
The hydraulic coolers and the condenser swing out of the way to allow access to the ATAAC (5),
and radiator (6).

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SIGNIFICANT
POWER TRAIN CHANGES
Elect ronically Cont rolled Drive Mot or ( 5 6 4 )
Elect ronically Cont rolled Series Drive Mot ors ( 5 7 4 B)
Two-Speed Transmission
New Drive Pump

23
POWER TRAIN
The power train for the 564 and 574B forwarders has changed.
Significant changes include:
- the drive motor(s) for the hydrostatic system has (have) been changed
- a two-speed transmission is now used on all forwarder models
- the drive pump for the hydrostatic system has been changed
The power train system for the 564 and 574B has changed. The most significant change is the
replacement of the three-speed mechanical transmission with a two-speed mechanical
transmission. This change reduces the amount of shifting that is required by the operator. It also
allows the machine to work in an operating range that provides optimum power levels.

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Replacement of the transmission is enhanced by the replacement of the drive motor. The 564
has a high displacement single drive motor that is electronically controlled. The 574B has two
drive motors working in series to power the two speed transmission. The swashplate for the
series motors has synchronized electronic control. This feature provides greater torque to the
transmission and to the driven wheels than in the previous models. The new motors operate
similar to the previous models, except the swashplate angle is now controlled and calibrated
electronically through the IQAN system.
The drive pump for the power train has also been replaced. The new pump has increased
displacement, but operates similar to the previous models.

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24
Hydraulic Pumps
The implement hydraulic pump (1), the power train drive pump (2), and the hydraulic charge
pump (3) are located under the cab of the machine. The implement pump is driven directly by
the engine. The power train drive pump is driven by a shaft connected to the implement pump.
The charge pump is driven by a shaft connected to the power train drive pump.
The variable displacement over-center swashplate design piston pump supplies the power train
with hydraulic oil flow. The drive pump is signalled by the IQAN system to determine the
direction of oil flow to the drive motor, which determines forwarder travel direction.
The charge pump (3) supplies oil to the power train drive pump and the drive motor. The charge
pump ensures that the closed loop hydraulic circuit between the drive pump and the drive motor
is charged with oil at all times, which helps prevent cavitation in the system. The charge pump
also helps to flush and cool the drive circuit.
Although the components have changed slightly, the basic operation of the implement hydraulic
pump, the power train hydraulic drive pump, and the charge pump are similar in operation to the
previous models.

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25
The power train drive pump is controlled electronically by the IQAN system as in the previous
models. The electronic solenoid valves (arrows) control the pump swashplate angle.

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26
Drive Motor(s) and Transmission
The power train drive motor (1) is located below the hydraulic tank of the forwarder. The drive
motor for the 564 is a variable displacement piston motor. The drive pump supplies the drive
motor with oil flow through a closed loop circuit. The drive pump and drive motor are both
controlled by the IQAN system.
The 574B has two drive motors in series. These motors work together to provide greater torque
to the power train system of the forwarder.
The 564 and 574B drive motor(s) are no longer controlled by a hydraulic signal line. The signal
line has been replaced with electronic solenoids and controlled through the IQAN system. The
solenoid (2) controls the drive motor(s) swashplate(s).
The 564 and the 574B have a two speed transmission (not shown). The transmission in both of
these forwarders is driven directly by the drive motor(s). The transmission can not be shifted
while the machine is moving. The machine must be STOPPED to change the range of the
transmission. The transmission in the 564 and the 574B forwarders is similar to the transmission
in the 554 forwarders.

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NPI

The IQAN system monitors and controls the power train drive pump, the drive motor(s) and the
transmission. The IQAN system is used for adjusting parameters for the drive pump and the
drive motor(s).
Basic operation of the transmission and the hydraulic drive system has not been changed from
the previous models.

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NPI

SIGNIFICANT HYDRAULIC
SYSTEM CHANGES
New Implement Pump
New Hydraulic Tank
New Integrated Hydraulic Control Valve Group

27
IMPLEMENT HYDRAULIC SYSTEM
The hydraulic system for the 564 and 574B forwarders has changed.
Significant changes include:
- The implement pump has increased displacement.
- The hydraulic oil tank and the power train oil tank are now one reservoir.
- The new integrated hydraulic control valve group centralizes many valves to one location.

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NPI

564 FORWARDER HYDRAULIC SCHEMATIC

MAIN SCHEMATIC

Pilot
PRV

Steering
Valve

Gate Valve

X1
X2
X3
X4
X5
X6

Main
Relief

Boom
Valve

Swing Valve

Stick Valve

Grapple
Rotate Valve

Grapple
Open/Close
Valve

E-Stick Valve

See Second Schematic

Implement Pump
Compensat or

Back Pressure
Valve

Power Train
Drive Motor

Power Train
Pump Cont rol

Charge
Pump

Power Train
Drive Pump

Ret urn
Bypass
Solenoid

Implement
Pump
Hydraulic
Tank
Ret urn
Bypass Solenoid

28
The hydraulic system operation is similar to the previous models.
The hydraulic system is a Load Sensing Pressure Compensated (LS/PC) design similar to the
previous models.
NOTE: For more information on LS/PC hydraulic systems refer to Interactive Video Course
"Fundamentals of Mobile Hydraulics" (TEMV9001), or STMG 595 "Introduction to Load
Sensing/Pressure Compensated Hydraulic Systems" (SESV1595).

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564 HYDRAULIC SCHEMATIC

INTEGRATED HYDRAULIC CONTROL VALVE GROUP AND BRAKES

Different ial
Lock
Swit ch
Frame
Oscillat ion
Lock

Park
Brake

Ladder

Gat e

Blade Lift
Solenoid
Different ial
Lock

High\ Low
Transmission

Signal
Reliefs
Manual
St eering
Valve

AWD

Blade Lift
Valve

Two Speed
Transmission

Front Service
Brake Pedal

Rear Service
Brake Pedal

Brake
Accumulat ors

Front Brakes
To
To
To
To
To
To

Cold St art
Solenoid
Valve

X1
X2
X3
X4
X5
X6

Rear Brakes

Brake
Charging
Valve

29
The integrated hydraulic control valve group changes the physical appearance of the hydraulic
system, but operation is similar to the previous models. The integrated hydraulic control valve
group incorporates several valves into one manifold that were previously located in separate
locations.
The steering wheel and the hand metering unit have been removed and a manual steering valve
has been added. The manual steering valve is needed for machine steering if there is a failure of
the electronically controlled steering system. The manual steering valve is a simple
closed-center hydraulic valve. The valve is actuated by a manual push-pull cable that is
controlled by a lever in the cab. Operation of the manual steering valve is explained later in this
presentation.
NOTE: For a complete explanation of the hydraulic system operation refer to "574B Forwarder
Hydraulic Systems Operation, Testing and Adjusting" (RENR6117).

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30
The variable displacement implement hydraulic piston pump (arrow) is coupled directly to the
engine. The new pump is similar in design and function to the pump in the previous models.
The new pump has an increased displacement for greater hydraulic flow. The implement
hydraulic pump is not electronically controlled. The pump remains controlled by the load signal
generated by the work port.

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31
Implement Hydraulic Control Valve Group
The hydraulic tank (1) now contains the hydraulic fluid for the implement and the power train
circuits. There is an internal baffle that reduces fluid movement. The previous models had
separate implement and power train hydraulic reservoirs.
The implement hydraulic control valve group is located on top of the fuel tank at the rear of the
machine cab.
The implement hydraulic control valve group has the following components:
- extendable stick valve (2)
- grapple OPEN/CLOSE valve (3)
- grapple rotate valve (4)
- stick valve (5)
- boom valve (6)
- swing valve (7)
- gate/boom tilt valve (8) (574B only)
- steering valve (9)

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32
Integrated Hydraulic Control Valve Group
The integrated hydraulic control valve group (arrow), located below the cab contains several
valves that were mounted separately on previous machines. The integrated hydraulic control
valve group serves the same function and operates similar to the separate valves that were
present on the previous machines. The integrated hydraulic valve group contains the electrohydraulic valves that control all machine hydraulic functions other than the grapple and arm
assembly. The electro-hydraulic valves are all controlled by the IQAN system.

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33
The integrated hydraulic control valve group contains the following components:
- manual steering signal pressure relief valve (1)
- differential lock valve (2)
- ladder control valve (3)
- gate control valve (4)
- differential lock switch (5)
- parking brake valve (6)
- high/low gear valve (7)
- all-wheel drive valve (8)
The integrated hydraulic control valve group simplifies the hydraulic system layout by having a
central location for many functions.
The manual steering pressure relief valve adjusts the signal pressure to the manual steering valve
(not shown). All other signal relief valves are located on the outboard side of the integrated
hydraulic valve and are accessible from the right side of the machine below the cab.

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SIGNIFICANT STEERING
SYSTEM CHANGES
Removal of Steering Wheel and HMU
Manual St eering Valve

34
STEERING SYSTEM
The steering system for the 564 and 574B forwarders has changed.
Significant changes include:
- The steering wheel has been removed from the cab.
- The hand metering unit has been replaced with a manual cable actuated valve.

NPI

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35
The blade lift valve (1) is located below the integrated hydraulic control valve group.
The manual steering valve (2) is located next to the blade lift valve and is actuated by the
manual lever in the cab as backup steering by the push-pull cable (3).
The manual steering valve and the push-pull cable replace the hand metering unit found on
previous models. The manual steering valve is a simple closed-center valve.
The operation of the electro-hydraulic steering is unchanged from the previous models.

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NPI

564/574B HYDRAULIC SCHEMATIC

MANUAL STEERING SYSTEM
Steering Cylinders

Manual Steering Valve

Line Reliefs

Manual
St eering
Valve
To Electro-Hydraulic
Steering Valve
Manual Steering Valve
Signal Reliefs

St eering Valve Flow

Compensat or
From Implement Pump
To Load Sense
Resolver Network

36
The manual steering valve replaces the hand metering unit. This valve is a simple closed-center
two-way valve. The valve is actuated by a push-pull cable.
The flow to the steering cylinders is regulated by the steering valve flow compensator. As work
port pressure increases, then flow is decreased to the valve. This ensures that other hydraulic
functions will receive adequate hydraulic flow if it is not required by the manual steering control
valve.
The manual steering valve signals the main implement pump to upstroke and provide the
appropriate flow by sending a load signal generated at the work port of the steering valve
through the resolver network to the pump flow compensator. The manual steering valve signal
reliefs limit the pump output by limiting the pressure signal that is sent to the pump.
The manual steering valve parallels the electro-hydraulic steering valve. If either the manual
valve or the electro-hydraulic valve is actuated, oil will flow to the steering cylinders.
The operation of the electro-hydraulic steering valve has not changed from the previous model.

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SIGNIFICANT BRAKE
SYSTEM CHANGES
Component Location

37
BRAKE SYSTEM
The brake system for the 564 and 574B forwarders has changed.
Significant changes include:
- component location

NPI

SERV7104-01
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NPI

3
1

38
The brake accumulator charging valve (1) is located under the cab next to the integrated
hydraulic control valve.
The service brake pressure switch (2) alerts the operator if there is insufficient pressure to charge
the service brake accumulators.
The cold start solenoid valve (3) is activated when the engine is cranking and relieves signal
pressure from the implement pump. This prevents the implement pump from upstroking, which
reduces the load on the engine during start-up. When the operator releases the key from the
START position, the solenoid is de-energized. The implement pump will now upstroke and the
machine will operate normally.

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39
The brake accumulators (arrows) are located on the bottom of the cab. The accumulators
maintain pressure in the brake system to ensure that the service brakes are operational regardless
of hydraulic implement system pressure and flow.
The function of the braking system is similar to the previous models.

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40
MONITORING SYSTEM
The 564 and 574B Forwarders have a new IQAN electronic control and monitoring system. The
IQAN system has been changed, but is similar to the IQAN system used in the previous models.

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NPI

IQAN CONTROL SYSTEM

IQAN MDM

XP2
A1
LX
A1

XP2
A0

IQAN LX-A1
LX
A0
IQAN LX-A0

XS
A0

XP2
A2

XT2
A0

41
The IQAN system controls and monitors all implement and power train electronic functions.
The IQAN system transfers electronic signals to and from the engine ECM over the CAN Data
Link. The IQAN system has eight Electronic Control Modules (ECMs). The ECMs are wired in
series to each other. All machine and engine ECMs communicate over the CAN Data Link.
The eight ECMs are:
- IQAN MDM: monitor machine conditions; operator interface to change parameters/settings
- IQAN LX-A1: receives signals from right joystick and right console switches
- IQAN LX-A0: receives signals from left joystick and left console switches
- IQAN XS-A0: receives/transmits all switch inputs to/from the machine electronic system
- IQAN XP2-A1: actuate and control solenoids for implement hydraulic control valve
- IQAN XP2-A0: actuate and control solenoids for implement hydraulic control valve
- IQAN XP2-A2: actuate and control solenoids for integrated hydraulic control valve
- IQAN XT2-A0: translates/transmits data to/from all machine and engine ECMs

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42
The IQAN MDM monitoring system control panel (1) is the monitoring system for the operator
and the central processor for the IQAN control system. The new IQAN MDM monitoring
system control panel is physically smaller than the previous IQAN monitoring system control
panel. The IQAN monitoring system control panel allows the operator to monitor various
machine functions and parameters, and change machine settings. The IQAN MDM
communicates to the other machine electronic control modules via the CAN Data Link. The
other control modules are identified in subsequent pages.
The IQAN LX-A1 ECM (2) is integral to the right console joystick. The IQAN LX-A1 receives
signals from the joystick and the switches on the right console.
NOTE: For more information about the IQAN MDM refer to the "554/564/574B Operation and
Maintenance Manual" (SEBU7796).

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43
The IQAN LX-A0 ECM (arrow) is integral to the left console joystick. The IQAN LX-A0
receives signals from the joystick and the switches on the left console.

NPI

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44
The IQAN XS-A0 ECM (arrow) is located in the relay panel inside the rear dash of the cab. The
IQAN XS-A0 is the receiver for all switch inputs from the machine electronic system.

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45
The IQAN XP2-A0 ECM (1) and the IQAN XP2-A1 ECM (2) are mounted back-to-back on top
of the hydraulic tank to the right of the implement control valve. The two ECMs actuate and
control the solenoids located on the implement control valve.

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46
The IQAN XP2-A2 ECM (1) is below the cab near the integrated hydraulic control valve. The
IQAN XP2-A2 actuates and controls the solenoids located on the integrated hydraulic control
valve.
The IQAN XT2-A0 ECM (2) translates the data from all of the IQAN modules and transmits the
data to the other ECMs. The IQAN XT2-A0 also translates and transmits data to and from the
Engine ECM.

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SIGNIFICANT
MAINTENANCE CHANGES
Engine Filters and Fluids
Combined Hydraulic Tank

47
SIGNIFICANT MAINTENANCE CHANGES
Maintenance for the 564 and 574B forwarders has changed.
Significant changes include:
- With the new 3056E engine, all engine filters and fluid locations have changed.
- The combined hydraulic and power train oil tank reduces maintenance time.

NPI

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48
Engine Maintenance
The engine coolant expansion tank (1), air filter housing (2), air filter restriction indicator (3),
engine oil fill (4), and fuel filters (5) are accessed from the left side of the machine with the hood
raised.
The engine coolant level can be checked by viewing the end of the coolant expansion tank. The
end of the tank is marked with level indicators (not visible) for warm or cold coolant. The
coolant can be seen through the translucent plastic end of the tank, allowing the level to be
checked. Makeup coolant can be added through the cap on top of the recovery tank (not shown).
Not shown in this illustration are the engine oil filters and the engine oil dipstick. These are
easily serviced and located behind the frame near the battery disconnects (6).

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49
Hydraulic System Maintenance
The charge pump hydraulic oil filter (1), and the case drain oil filter (2) are located under the
cab.
The hydraulic oil filters are serviced with the cab raised. A manual hydraulic pump is used to
tilt the cab to the right side. With the locking safety bar (3) in place the filters can be serviced.

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50
The main return hydraulic oil filter is located in the top of the hydraulic tank. The filter can be
accessed by removing a plate (arrow).
The hydraulic oil tank and the power train oil tank have also been combined into a common
reservoir.

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51
NEW TOOLING/SKILLS REQUIRED FOR SERVICE
Caterpillar Electronic Technician
The Caterpillar 3056E Engine requires the use of Caterpillar Electronic Technician (Cat ET) to
clear diagnostic codes, program the ECM, and access configuration information. Cat ET
communicates to the Engine ECM by connecting to the service connector (arrow) located in the
cab where the steering wheel has been removed.
IQANdevelop
Also located in this compartment, but not shown in this view is the service connector for the
IQANdevelop RS232 serial communications cable. IQANdevelop is the software used to
communicate with the IQAN Machine Control and Monitoring System. The IQANdevelop
software allows the technician to change parameters, test and adjust hydro-electric controls, and
allows electronic diagnostic capability. The IQANdevelop requires an IQAN develop key. The
IQANtalk key and software are similar but not compatible with the IQANdevelop key and
software.
NOTE: For more information on Cat ET refer to "Caterpillar Engine Electronics Course"
(SERQ4031).

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NPI

52
CONCLUSION
This presentation has provided New Product Introduction (NPI) information for the Caterpillar
564 and 574B Forwarders. New components and major changes were identified and discussed.
This presentation supports the service manual and previous released training materials. When
used in conjunction with the service manual, the information in this package should permit the
technician to do a thorough job of analyzing a problem in these systems.
For service repairs, adjustments and maintenance, always refer to the Owner and Operator
Manual, Service Manuals, and other related service publications.

SERV7104-01
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HYDRAULIC SCHEMATICS COLOR CODE

Black - Mechanical connection. Seal

Red - High pressure oil

Dark Gray - Cutaway section

Red/White Stripes - 1st pressure reduction

Light Gray - Surface color

Red Crosshatch - 2nd reduction in pressure

White - Atmosphere or
Air (no pressure)

Pink - 3rd reduction in pressure

Purple - Pneumatic pressure

Red/Pink Stripes - Secondary source oil pressure

Yellow - Moving or activated components

Orange - Pilot, signal, or Torque Converter oil

Cat Yellow - (restricted usage)

Identification of components
within a moving group

Orange/White Stripes Reduced pilot, signal, or TC oil pressure

Brown - Lubricating oil

Orange Crosshatch - 2nd reduction in

pilot, signal, or TC oil pressure.

Green - Tank, sump, or return oil

Blue - Trapped oil

Green/White Stripes Scavenge Oil or Hydraulic Void

HYDRAULIC SCHEMATIC COLOR CODE

This illustration identifies the meanings of the colors used in the hydraulic schematics and
cross-sectional views shown throughout this presentation.

Red Crosshatch - 2nd reduction in pressure

Pink - 3rd reduction in pressure
Red/Pink Stripes - Secondary source oil pressure
Orange - Pilot, signal, or Torque Converter oil
Orange/White Stripes Reduced pilot, signal, or TC oil pressure

Light Gray - Surface color

White - Atmosphere or
Air (no pressure)

Purple - Pneumatic pressure

Yellow - Moving or activated components

Cat Yellow - (restricted usage)

Identification of components
within a moving group

Blue - Trapped oil

- 65 -

Green/White Stripes Scavenge Oil or Hydraulic Void

Green - Tank, sump, or return oil

Orange Crosshatch - 2nd reduction in

pilot, signal, or TC oil pressure.

Red/White Stripes - 1st pressure reduction

Dark Gray - Cutaway section

Brown - Lubricating oil

Red - High pressure oil

Black - Mechanical connection. Seal

HYDRAULIC SCHEMATICS COLOR CODE

SERV7104-01
01/04
NPI
Handout No. 1

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NPI
Handout No. 2

564 and 574B Forwarder Component Identification

Locate and Identify Machine Components
Directions: Place the correct letter or number next to the component. During the presentation, use
these worksheets to take notes as the function of each component is explained. Use SIS to look up the
part numbers of the listed components.
Example: _____Charge pump
Location: The pump mounted on the end of the power train drive pump.
Function: Supplies charge oil flow to the power train drive pump and motor. Also cools and flushes the
drive system.
Part Number: Part of the 222-3189 pump group - not serviced separately
______

Manual steering valve

Location:
Function:
Part Number:
______

Integrated hydraulic control valve group

Location:
Function:
Part Number:
______

Electro-hydraulic steering valve

Location:
Function:
Part Number:
______

Air to Air Aftercooler (ATAAC)

Location:
Function:
Part Number:
______
Location:
Function:
Part Number:

Case drain hydraulic oil filter

SERV7104-01
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______

- 67 -

Return hydraulic oil filter

Location:
Function:
Part Number:
______

Primary fuel filter

Location:
Function:
Part Number:
______

Secondary fuel filter

Location:
Function:
Part Number:
______

Cat ET service connector

Location:
Function:
Part Number:
______

Air conditioner cab filter

Location:
Function:
Part Number:
______

Engine ECM

Location:
Function:
Part Number:
______

Brake accumulator charge valve

Location:
Function:
Part Number:
______
Location:
Function:
Part Number:

Electronic fuel injection pump

NPI
Handout No. 3

SERV7104-01
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NPI
Handout No. 4

564 and 574B Forwarders Quiz

Directions: Circle the best answer for the following questions about the new forwarders.
1. The 564 and 574B have which new engine?
a. 3046E
b. 3054E
c. 3056E
d. 3406E
2. The integrated hydraulic control valve contains all of the following EXCEPT which one?
a. Parking brake valve
b. All-wheel drive valve
c. Steering valve
d. Ladder valve
3. The valves in the integrated hydraulic control valve are controlled by the IQAN control system.
a. True
b. False
4. What replaced the steering wheel and hand metering unit?
a. Electronic control
b. Manual steering valve
5. All of the following changes have been made on the 564 and 574B forwarders EXCEPT which
one?
a. Increased hydraulic pump output
b. New cab
c. New IQAN monitoring system
d. New bunk and grapple design
6. The ladder is raised and lowered when the parking brake is ENGAGED/RELEASED by what
type of device?
a. Hydraulic cylinder
b. Cable mechanism
7. What type of fuel system is used on the 3056E?
a. Mechanically controlled rotary fuel pump
b. Electronically controlled rotary fuel pump
c. HEUI fuel system
d. EUI fuel system

Steering
Valve

Power Train
Pump Cont rol

Back Pressure
Valve

Charge
Pump

Main
Relief

Pilot
PRV

Power Train
Drive Pump

Gate Valve

See Second Schematic

Implement
Pump

Ret urn
Bypass Solenoid

Implement Pump
Compensat or

X1
X2
X3
X4
X5
X6

Swing Valve

Hydraulic
Tank

Boom
Valve

MAIN SCHEMATIC

Power Train
Drive Motor

Stick Valve

564 FORWARDER HYDRAULIC SCHEMATIC

Ret urn
Bypass
Solenoid

Grapple
Rotate Valve

Grapple
Open/Close
Valve

E-Stick Valve

SERV7104-01
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- 69 NPI
Handout No. 5

Frame
Oscillat ion
Lock

Park
Brake
Gat e

Rear Service
Brake Pedal

Different ial
Lock
AWD

Rear Brakes

Front Brakes

Two Speed
Transmission

HIGH\ LOW
Transmission

Signal
Reliefs

To
To
To
To
To
To

X1
X2
X3
X4
X5
X6

Manual
St eering
Valve

Blade Lift
Valve

Blade Lift
Solenoid

- 70 -

Brake
Charging
Valve

Cold St art
Solenoid
Valve

Brake
Accumulat ors

Front Service
Brake Pedal

Ladder

Different ial
Lock
Swit ch

INTEGRATED HYDRAULIC CONTROL VALVE GROUP AND BRAKES

564 HYDRAULIC SCHEMATIC

SERV7104-01
01/04
NPI
Handout No. 6