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GAZ-67
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 | You can help expand this article with text translated from the corresponding article in Russian. (May 2023) Click [show] for important translation instructions.
|
| GAZ-67 / GAZ-67B (ГАЗ-67 / ГАЗ-67Б) | |
|---|---|
 | |
| Overview | |
| Manufacturer | GAZ |
| Production | 1943–1953 92,843 produced |
| Assembly | Soviet Union: Gorky, Ulyanovsk |
| Body and chassis | |
| Body style | Jeep |
| Layout | Front-engine, four-wheel-drive |
| Related | GAZ-64 BA-64 GAZ-69 |
| Powertrain | |
| Engine | 3.3L 4-cylinder gasoline
54 hp (GAZ-67) 54 hp (GAZ-67B) |
| Dimensions | |
| Wheelbase | 2,100 mm (82.7 in) |
| Length | 3,345 mm (131.7 in) |
| Width | 1,685 mm (66.3 in) |
| Height | 1,700 mm (66.9 in) |
| Curb weight | 1,320 kg (2,910 lb) |
| Chronology | |
| Predecessor | GAZ-64 |
| Successor | GAZ-69 |
The GAZ-67 and the GAZ-67B (from January 1944) were general-purpose four-wheel drive Soviet military vehicles built by GAZ starting in 1943. By the end of the war, it was the Soviet equivalent of the World War II jeep.[1]
The GAZ-67 was a further development of the earlier GAZ-64. To increase the speed of production, standard components from other trucks were used, including the engine, gearbox, and gas tank from the GAZ-MM, the radiator from the GAZ-AAA, and electrical system from the GAZ-M1, and other parts (including the brakes and steering mechanism) from the GAZ-61-40.[2][3]
A main improvement over the earlier GAZ-64 was a wider track of 1446 mm. It also had a strengthened chassis frame, enlarged fuel tank and other improvements. It was powered by a slightly more powerful 54 hp (40 kW) version of GAZ M1 4-cylinder 3280 cc gasoline motor, and had a top speed of 90 km/h (56 mph).[4] Production started on 23 September 1943 (the first serial vehicle produced).
From January 1944 it was replaced by the GAZ-67B, which had further mechanical improvements such as a lengthened (1.85 m) wheelbase and more powerful engine (54 hp). This was the primary model produced.[1]
92,843 GAZ-67 & GAZ-67B trucks were produced between September 1943 and August 1953. It was also used by the Ministry of the Interior for forestry and agriculture, and as snowplows for clearing roads. The GAZ-67B served as the basis of the BKGM-AN hydraulic drilling and crane truck as well as the BA-64B armored car. It was not uncommon to see them in civilian use into the 1970s in Moscow.[5]
The GAZ-67 was replaced by the GAZ-69.
Sources
[edit]- ^ a b "GAZ-67 4x4 Military Utility Vehicle". www.militaryfactory.com.
- ^ "Engines of the Red Army in WW2". www.o5m6.de.
- ^ "Автомобиль ГАЗ-67: технические характеристики, история, устройство :". Autonews.
- ^ "Легковой автомобиль ГАЗ-67 1942/1953". victorymuseum.ru.
- ^ "GAZ-67B". Мотомир Вячеслава Шеянова | Motorworld by V. Sheyanov.
- Evgeniy Prochko, Vezdekhody RKKA, 1998, Armada series, ISBN 5-85729-015-5
External links
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GAZ-67
View on Grokipediafrom Grokipedia
Development
Origins and requirements
The GAZ-67 emerged as part of the Soviet Union's efforts to develop indigenous four-wheel-drive vehicles during World War II, building on the experiences with earlier models like the GAZ-61 command car and the GAZ-64 light reconnaissance vehicle. The GAZ-61, introduced in the late 1930s, represented an initial foray into all-wheel-drive technology but was limited in production and adaptability for mass wartime use. The GAZ-64, developed in 1940-1941 under the leadership of engineer Vitaly Grachev, addressed some shortcomings by incorporating a more compact design, but its narrow track width of 1,250 mm led to instability and frequent rollovers on uneven terrain, while production was constrained to just 684 units due to the German invasion of the Soviet Union in June 1941, which disrupted manufacturing scalability and highlighted reliability issues in combat conditions.[6][3][7] The outbreak of the war intensified the Soviet Army's demand for a rugged, versatile 4x4 vehicle to support reconnaissance, troop transport, command operations, and light artillery towing, particularly after the challenges of off-road mobility exposed during the Soviet-Finnish War of 1939-1940 and the early stages of Operation Barbarossa. This urgency was further amplified by encounters with captured German vehicles and the influx of Allied jeeps under the Lend-Lease program, which delivered over 50,000 units, including Willys MB models, providing direct insights into proven designs for mass-produced light utility vehicles. These influences underscored the need for a simple, reliable alternative to imported equipment, capable of operating in harsh Eastern Front conditions.[6][7][3] In response to these military imperatives, the Soviet government initiated the GAZ-67 project in 1942 at the Gorky Automobile Plant (GAZ), tasking Grachev and his team with refining the GAZ-64's framework to prioritize mass production and battlefield durability. Key requirements included a payload capacity of 400 kg, enhanced ground clearance for rough terrain, and operational suitability across temperatures from -40°C to +40°C, ensuring year-round functionality in diverse climates. While drawing inspiration from Willys MB Jeep blueprints obtained through Lend-Lease—such as its compact layout and four-wheel-drive system—the design incorporated Soviet-specific modifications, including components from existing GAZ trucks like the GAZ-MM, to facilitate local manufacturing with readily available materials and simplify assembly lines.[6][3][7]Prototyping and testing
The development of the GAZ-67 began with the creation of an initial prototype in early 1943, which utilized a chassis derived from the earlier GAZ-64 light reconnaissance vehicle, incorporating enhanced suspension elements for improved off-road capability.[8][5] This prototype represented an iterative step in Soviet efforts to produce a reliable four-wheel-drive utility vehicle suited to wartime demands, building on lessons from the GAZ-64's limited production run.[2] Key testing occurred throughout 1943 at GAZ facilities in Gorky and Soviet military proving grounds, where prototypes underwent rigorous off-road endurance trials simulating harsh Eastern Front conditions, including traversal through mud, snow, and sand.[5][9] Comparative evaluations against Lend-Lease American Willys MB jeeps highlighted the GAZ-67's advantages in adaptability to local fuels and repairs but revealed shortcomings in initial transmission durability and thermal management.[9][2] In September 1943, a notable factory trial involved a prototype towing a 76-mm ZIS-3 gun over 2,200 kilometers, with 930 kilometers on rural roads and 550 kilometers on damaged cobblestone, demonstrating robust performance without major vehicle failures despite stressing the towed artillery's running gear.[10] Feedback from these tests prompted targeted improvements, such as modifications to the axle design to enhance wheel articulation for better terrain negotiation and repositioning of the radiator to mitigate overheating during prolonged operations.[5] Additional refinements addressed early transmission slippage through reinforced components and improved sealing on the front propeller shaft, informed by cumulative test drives exceeding 2,000 kilometers under load.[5][10] These changes elevated the vehicle's overall reliability, making it more viable for reconnaissance and command roles. The iterative prototyping and testing culminated in approval for production in 1943, clearing the path for limited production starting on September 23, 1943, after resolving identified mechanical issues.[5][3][10] This approval validated the GAZ-67 as a practical wartime asset, with initial output focused on frontline needs.[9]Design
Chassis and body
The GAZ-67 utilized a strengthened ladder-type chassis frame constructed from steel, designed to withstand the rigors of military operations while incorporating components from existing GAZ models for efficient production. This frame supported a wheelbase of 2,100 mm, which contributed to the vehicle's compact footprint, and a wider track of 1,445 mm (compared to 1,250 mm on the GAZ-64), which enhanced stability on uneven terrain. Ground clearance stood at 235 mm for the initial GAZ-67 model, reduced slightly to 210 mm in the GAZ-67B variant due to refinements in suspension tuning.[5][4][11][12] The body adopted an open-top phaeton configuration accommodating four seats, with a foldable two-pane windshield that could be lowered over the hood or fully removed for low-profile operations. A removable canvas roof on a tubular frame provided optional weather protection, while the rear area featured a modular cargo bed capable of carrying a 400 kg payload or towing trailers up to 800 kg. Stamped steel panels formed the body structure, facilitating quick assembly during wartime constraints and allowing adaptability for reconnaissance or command roles.[1][6][13] Suspension was provided by leaf springs throughout, with four quarter-elliptic units at the front (each comprising nine 45 mm wide sheets, 450 mm long) and two semi-elliptical units at the rear (12 sheets, 45 mm wide, 990 mm long), supplemented by lever-type shock absorbers for damping. This setup enabled robust off-road mobility, including traversal of slopes up to 30 degrees and fording depths of 0.5 m, though performance varied with load. The design emphasized durability over complexity, using readily available parts to support the vehicle's utility in combat environments.[5][14] For protection, the all-metal body panels offered limited ballistic resistance against small-arms fire, prioritizing lightweight construction over heavy armor. Mounting points were integrated for light machine guns, such as the Degtyaryov DP-28, allowing the GAZ-67 to serve in armed escort or suppressive fire roles when equipped. These features underscored its role as a versatile military utility vehicle, balancing mobility, payload, and basic defensive capabilities.[3][6]Engine and drivetrain
The GAZ-67 was powered by a modified version of the GAZ-MM inline-four gasoline engine, a 3,280 cc (3.28 L) side-valve, liquid-cooled unit derived from Soviet truck designs for wartime reliability. This carbureted engine, featuring a K-23 single-barrel carburetor, produced 54 hp (40 kW) at 2,800 rpm and 167 Nm (17 kg·m) of torque at around 1,400 rpm, with a low compression ratio of 4.6:1 optimized for low-octane gasoline (octane rating ≥57) commonly available during World War II.[11][4][5] The drivetrain employed a part-time four-wheel-drive system with selectable 4x2 or 4x4 modes, enabling the vehicle to switch between rear-wheel drive for on-road efficiency and full 4x4 for off-road traction, with power distributed evenly 50/50 between front and rear axles in 4x4 configuration. It incorporated a four-speed manual transmission (four forward gears plus reverse, non-synchronized) paired with a two-speed transfer case, allowing low-range gearing for demanding terrain; the main gear ratio was 4.444:1 on both axles. This layout, borrowed from GAZ truck components, prioritized simplicity and durability over advanced features.[11][3][5] Performance reflected the engine's modest output and rugged focus, achieving a top road speed of 90 km/h while off-road capabilities were limited to approximately 7-8 km/h in low gear for obstacle navigation. Fuel consumption averaged 15-20 L/100 km under mixed conditions, providing a range of about 350-470 km from the 70 L fuel tank, though real-world figures varied with load and terrain. For cold-weather operations, the engine retained manual hand-cranking as a starting aid, a carryover from GAZ truck heritage to ensure functionality in sub-zero temperatures without reliance on electrical systems.[11][3][4][15]Production
Timeline and facilities
The production of the GAZ-67 commenced on September 23, 1943, at the Gorky Automobile Plant (GAZ), located in Gorky (present-day Nizhny Novgorod), marking the initial serial rollout of this four-wheel-drive military vehicle. In its debut year, the facility assembled 718 units, establishing a foundation for wartime utility vehicle output amid the ongoing Eastern Front campaigns.[7][1] Key milestones in the manufacturing progression included the shift to the improved GAZ-67B variant in January 1944, which incorporated enhancements to the bearings, transmission, chassis components, carburetor, fuel filter, and ignition system for greater reliability. This transition aligned with intensified production efforts, reaching peak wartime levels during 1944 and 1945, when the majority of the 4,851 total wartime units were completed. Following the war's end, GAZ-67B assembly persisted at the same plant until August 1953, even as the factory began transitioning resources to the succeeding GAZ-69 model, reflecting the vehicle's enduring role in postwar logistics and civilian applications.[13][4] The primary production site was GAZ Plant No. 1 in Gorky, a major Soviet automotive hub originally established with Ford-inspired assembly lines in the 1930s and adapted for military output during the conflict. Wartime pressures from German advances between 1941 and 1943 prompted partial evacuations to mitigate risks to the main plant.[16] Under wartime rationing, manufacturing incorporated simplified tooling and processes to accelerate assembly, drawing on the vehicle's modular design derived from the earlier GAZ-64 for efficient resource use. The Soviet automotive sector, including GAZ, increasingly relied on a female labor force to meet quotas, as men were mobilized for frontline duties, enabling sustained output despite material shortages and air raids on Gorky.[17][16]Output and challenges
Production of the GAZ-67 commenced in September 1943 at the Gorky Automobile Plant and continued until August 1953, yielding a total of 92,843 units including variants such as the GAZ-67B. Wartime output remained modest due to resource constraints, with only 4,851 vehicles completed by May 1945. Postwar manufacturing accelerated, producing the bulk of the series—over 88,000 units—to meet military and civilian demands before tapering as priorities shifted.[18][6][1] Manufacturing faced significant wartime challenges, including a major Luftwaffe bombing raid on the GAZ factory in June 1943 that killed more than 250 workers, destroyed over 50 buildings, and damaged approximately 9,000 machines. The facility was rapidly rebuilt by October 1943, supported by the labor of 27,000 personnel, allowing production to resume. Broader hurdles encompassed material shortages, particularly steel and rubber, exacerbated by rationing, blockades, and the diversion of resources to higher-priority armaments; the Soviet Union mitigated rubber deficits through synthetic production and cultivation of dandelions (Taraxacum kok-saghyz) for natural latex. Labor strains from national evacuations and workforce reallocations further complicated operations across the automotive sector.[19][20][21] To enhance efficiency, GAZ leveraged assembly-line methods rooted in the 1930s Ford licensing agreement, which facilitated modular construction using existing components from models like the GAZ-MM truck. This approach streamlined jeep assembly amid wartime pressures, mirroring techniques applied to tank production at the plant. Postwar, as resources were redirected toward heavier vehicles like the GAZ-69, GAZ-67 output gradually declined until cessation in 1953; surplus units served in forestry, agriculture, and exports to allies, including Czechoslovakia's armed forces.[19][22][23]Variants
GAZ-67
The GAZ-67 represented the initial production model of the Soviet Union's light four-wheel-drive utility vehicle, entering serial manufacturing at the Gorky Automobile Plant in September 1943 and continuing until its replacement by the improved GAZ-67B in early 1944. This baseline version retained a compact design suited for wartime mobility, incorporating a 70-liter fuel tank for extended operational range and a rudimentary grille constructed from welded metal rods to facilitate rapid assembly under resource constraints.[15][7] Key characteristics of the GAZ-67 included a wheelbase measuring 2,100 mm with a narrow track of 1,250 mm, which contributed to its agile handling but limited overall stability on uneven terrain. The suspension system employed a basic setup with quarter-elliptic leaf springs and limited articulation, providing adequate ground clearance of approximately 210 mm while prioritizing simplicity for mass production. Power came from an unmodified GAZ-MM inline-four engine displacing 3.28 liters and delivering 50 horsepower at 2,800 rpm, paired with a four-speed manual transmission and part-time four-wheel drive for reconnaissance duties.[1][24][5] Around 3,000 units of the GAZ-67 were produced during its brief run, with the majority deployed for frontline reconnaissance roles in Soviet military operations throughout 1943 and 1944. These vehicles saw immediate use in support of advancing Red Army units, emphasizing speed and off-road capability over long-term durability.[5] Early GAZ-67 models exhibited vulnerabilities such as proneness to overheating under prolonged loads due to the stock engine's cooling limitations and accelerated axle wear from inadequate hub bearings and spline sealing, issues that prompted the swift introduction of the GAZ-67B variant with reinforced components.[5][1]GAZ-67B
The GAZ-67B, introduced in January 1944, represented a significant refinement of the original GAZ-67, addressing wartime production constraints through targeted mechanical enhancements for greater reliability and performance. Key changes included the replacement of radial thrust ball bearings with more durable plain bearings in critical components, upgrades to the four-speed transmission for smoother operation and reinforced front axle integration, and a wider track of 1,446 mm (up from 1,250 mm on the GAZ-67) to enhance stability on rough terrain. These modifications were informed by field testing and aimed at reducing maintenance needs in combat environments.[4][6] Further improvements focused on thermal management and power delivery, with an enhanced radiator featuring six rows of cooling tubes instead of three for superior heat dissipation, and carburetor adjustments on the 3.28-liter inline-four engine that boosted output to 54 horsepower at 2,800 rpm from the prior 50 horsepower. The chassis was reinforced with a stronger frame, enabling a towing capacity of up to 500 kg for light artillery or trailers while maintaining the vehicle's 4x4 drivetrain. These upgrades made the GAZ-67B more versatile for military logistics without substantially increasing weight or complexity.[6][4][1] Production of the GAZ-67B dominated the series, with over 80,000 units manufactured from 1944 to 1953 at the Gorky Automobile Plant, far outpacing the initial GAZ-67 run and totaling around 92,843 vehicles across both models. Postwar, many were adapted for civilian use, including enclosed cab conversions for agricultural and exploratory roles in collective farms and remote areas. Export versions were supplied to allies such as Poland and China, often fitted with metric instrumentation like kilometer-based speedometers to suit local standards. Rare specialized modifications included armored superstructures on select chassis for command vehicle duties, sharing components with the BA-64 armored car.[4][6][1]Operational history
World War II service
The GAZ-67 entered service with the Red Army in September 1943, marking its initial deployments on the Eastern Front during the late stages of the Dnieper-Carpathian Offensive, where it functioned primarily as a scout vehicle for tank divisions.[1] Its lightweight design and four-wheel-drive capability allowed it to support reconnaissance missions ahead of advancing armored units, providing commanders with mobile observation and communication platforms in fluid combat environments.[8] In 1944, the GAZ-67 supported Soviet offensives on the Eastern Front, including Operation Bagration in Belarus, where its off-road capabilities aided reconnaissance and transport in dense forests and swampy terrain.[1] The vehicle's rugged suspension and ground clearance enabled reliable operation in challenging conditions, such as the Belarusian marshes. With production limited to approximately 4,800 units by the end of the war, it supplemented larger numbers of Lend-Lease Jeeps. By the Vistula-Oder Offensive in January 1945, several thousand GAZ-67s were in service across the front, contributing to the rapid advance toward Germany by ferrying supplies and staff officers over snow-covered roads and frozen rivers.[4] The GAZ-67's design allowed it to operate in rugged terrain and harsh weather, including sub-zero temperatures on the Eastern Front. However, the open-top design exposed crews to the elements and hazards, prompting some field modifications by unit mechanics to enhance durability.[1] These adaptations extended the vehicle's frontline utility despite intense combat wear.[3]Postwar use
Following World War II, the GAZ-67 continued to serve in the Soviet military during the early Cold War era, providing reliable four-wheel-drive utility for reconnaissance, command, and transport roles.[1] Its rugged design proved suitable for postwar exercises and operations, though production ended in 1953 with the introduction of the more advanced GAZ-69 as its successor.[25] The GAZ-67 remained in limited frontline use through the late 1950s, gradually phased out as stocks of the newer model proliferated across Soviet forces.[26] The vehicle saw export as part of Soviet military aid to allies. In 1952, approximately 450 GAZ-67 units were slated for delivery to Poland, reflecting early postwar transfers within the emerging Eastern Bloc.[17] It also reached the People's Republic of China, where it became one of the initial four-wheel-drive vehicles imported from the Soviet Union to support the People's Liberation Army in the late 1940s and early 1950s.[27] North Korean forces employed the GAZ-67 during the Korean War (1950–1953), with multiple examples captured by UN troops, underscoring its role in Soviet-backed operations in Asia.[1] Similarly, it appeared in the First Indochina War (1946–1954), supplied to Viet Minh forces through Soviet channels.[1] As military surpluses accumulated after 1953, many GAZ-67 vehicles transitioned to civilian applications within the USSR, particularly in rural and remote areas.[10] Adapted for agricultural tasks, such as towing equipment on collective farms (kolkhozes), and forestry operations under the Ministry of the Interior, the vehicle's off-road capability made it ideal for challenging terrains inaccessible to standard trucks.[1] Surplus sales to state collectives further embedded the GAZ-67 in everyday rural Soviet life, where it functioned as an early mass-produced off-roader for transport and utility needs, predating widespread civilian SUV availability.[10] Some units received enclosed body modifications for roles like mail delivery in isolated regions, extending their service into the 1960s and 1970s before full obsolescence.[7]Legacy
Influence on Soviet vehicles
The GAZ-67 served as a foundational design for subsequent Soviet light off-road vehicles, directly influencing the development of the GAZ-69 introduced in 1953 as its primary successor. The GAZ-69 adopted the GAZ-67's core principles of a robust 4x4 chassis, independent front suspension, and compact utility layout, enabling it to become the standard Soviet Army off-road vehicle until the 1970s, with over 600,000 units produced between 1953 and 1972.[28][25] This lineage extended to the UAZ-469, which replaced the GAZ-69 in 1972 and incorporated similar all-wheel-drive configurations and modular body designs suited for military transport, resulting in approximately 2 million units built over its production run. The combined output of these postwar vehicles, building on the GAZ-67's framework, exceeded 100,000 units in the initial decades following World War II, solidifying the Soviet commitment to versatile 4x4 jeeps for tactical mobility.[24] The GAZ-67 pioneered key design elements in Soviet automotive engineering, including a modular chassis that allowed for easy adaptation to various roles such as command, reconnaissance, and cargo transport, while prioritizing rugged simplicity and low-maintenance construction over comfort features. This approach emphasized durability in extreme conditions, with a focus on all-terrain capability through its 4x4 drivetrain and high ground clearance, which became hallmarks of later models like the GAZ-69. Such innovations shaped Soviet military vehicle development by promoting cost-effective, mass-producible platforms capable of operating across the USSR's expansive and varied terrain, influencing a generation of vehicles designed for logistical support in remote areas.[28] Beyond direct Soviet production, the GAZ-67B's design was used in the Soviet BA-64B armored reconnaissance vehicle, with over 80 units donated to the Polish People's Army for postwar service, incorporating the GAZ-67B's wider track and strengthened frame for improved stability. In China, the People's Liberation Army initially relied on imported GAZ-67 vehicles during the Korean War era, which contributed to broader Soviet influence on Chinese military automotive efforts; however, vehicles like the Beijing BJ212 were more directly influenced by later Soviet models such as the UAZ-469, though direct copies such as the erroneous attribution to Norinco NJ-130 (actually based on the GAZ-51 truck) highlight this broader impact. The GAZ-67 reinforced Red Army doctrinal priorities for light, maneuverable vehicles that supported rapid infantry advances and reconnaissance in fluid warfare, a concept evident in its widespread adoption for command roles during and after World War II. This emphasis on agile 4x4 platforms for quick deployment persisted into the Cold War, influencing military exercises through the 1960s where successors like the GAZ-69 demonstrated enhanced mobility for motorized rifle units across vast operational theaters.[17]Preservation and museums
Several surviving GAZ-67 and GAZ-67B vehicles exist today, primarily in Russia, Ukraine, and other Eastern European countries, where many have been restored from wartime wrecks or postwar surplus.[29] Enthusiast communities and private collectors have played a key role in their preservation, often sourcing parts from former Soviet states.[30] Key museums display operational and static examples of the GAZ-67. The Central Museum of the Great Patriotic War in Moscow houses a 1942 GAZ-67 command car as part of its Great Patriotic War exhibits.[31] In Poland, the Museum of Military Technology Gryf features a GAZ-67B, highlighting its role in Soviet-allied forces.[32] Other notable collections include the Vadim Zadorozhny Technical Museum in Arkhangelskoye, Russia, which exhibits a restored GAZ-67B, and the National Museum of Military Vehicles in Overland Park, Kansas, USA, where a GAZ-67B underwent extensive restoration using imported parts from Russia and Poland.[33][30] Restoration efforts face significant challenges, particularly in obtaining rare components such as original GAZ-11 engines and period-specific chassis parts, which are scarce due to the vehicle's age and limited postwar production of spares.[34][30] Enthusiast groups often rely on custom fabrication or adapted components from similar Soviet-era vehicles. Notable projects in the 2020s include a full restoration in Minsk, Belarus, completed around 2021, which involved international collaboration for authenticity.[35] Restored GAZ-67 vehicles actively participate in cultural events, including World War II reenactments and historical rallies across Eastern Europe and Russia. They frequently appear in Victory Day demonstrations, such as the 2020 parade in Omsk, Russia, where a GAZ-67 led sections of vintage military equipment, and similar events in Pyatigorsk in 2017.[36][37] These appearances help educate the public on the vehicle's historical significance while showcasing their operational reliability.References
- https://commons.wikimedia.org/wiki/Category:GAZ-67_in_museums