Active 2026 cohort — vehicles with a 2026 road-entry date, active as of today; reflects real deployment, not the sale date.
Passive cohort — the gap registrations minus active cohort by brand: cars registered but road-entry date not yet assigned (a lag), not real removal.
Registrations (sales) — new vehicle registrations by registration month.
Fleet on the road — all active vehicles of model years 1996–2026, as of today.
Road-entry date — actual start of use (basis of the cohort). Registration date — licensing (basis of registrations).
Scrappage — final de-registration (recycling, total losses, re-export). Counted for the same vehicle types the private-and-commercial registry covers: passenger cars, taxis, microcars and light commercial vehicles. Motorcycles, buses, heavy trucks, tractors and trailers are excluded — they are absent from the fleet used as the denominator.
BEV — battery-electric. PHEV — plug-in hybrid (electric + engine, grid-chargeable). ICE — internal combustion (petrol/diesel/gas); also plain HEV hybrids.
pp — percentage points (30% to 35% = +5pp, not +17%). Annualized — scaling a partial year to a full one by the number of closed months. H2 — second half of the year.
Official — registry fields as published. Calculated — arithmetic over the registry: shares, windows, annualization. Curated — expert classifications (chemistry/platform/suspension, brand origin). Forecast — trend extrapolation, not a guarantee. "Bought" in captions = entered the active cohort by road-entry date, not the payment date.
Passenger and commercial cars only; two-wheelers excluded. Fuel from the actual registry field, not stale codes. Chinese vs non-Chinese by brand origin (BYD, Chery, Geely, MG, Zeekr = Chinese; Tesla, Toyota, Hyundai, Mercedes = not). Source: data.gov.il. Registrations (by registration date) and the cohort (by road-entry date) differ: a car registered late 2025 with 2026 road-entry falls into the 2026 cohort but not 2026 registrations. Forecasts are trend extrapolation, not guaranteed.
Primary data sources: the active-vehicle registry (resource 053cea08…) and monthly registrations (resource 602ac32d…), data.gov.il.
This report answers that daily: car sales statistics in Israel and vehicle registrations by brand and model, electric cars (BEV), plug-in hybrids (PHEV) and petrol/diesel. Trends 2010-2026, vehicle scrappage, sales versus the fleet on the road. Source - the Israeli Ministry of Transport registry (data.gov.il), updated every day.
All new 2026 registrations (private + commercial) by fuel. "Total" is the sum; BEV/PHEV/ICE show their share.
Private (P) new 2026 registrations only, by fuel. "Total" is the sum; fuels show their share.
The full active fleet on the road as of today, model years 1996–2026, by fuel.
Private passenger cars (P) in the whole active fleet as of today, by fuel; commercial vehicles (M) excluded.
Vehicles with a 2026 road-entry date, currently active — by fuel (BEV/PHEV/ICE).
Registrations (by registration date, in monthly batches) and the active cohort (by road-entry date) use different bases and cutoffs, so the sign of the gap is not fixed: market-wide the active cohort currently exceeds published registrations. The chart shows brands where 2026 registrations exceed the cohort — a likely road-entry-date lag, not real removal. Two-wheeler brands excluded.
One 0–100% scale: the grey line is petrol, diesel and gas — falling; the blue line is fully electric plus plug-in hybrids — rising. All registrations, commercial included; 2026 covers closed months only.
One 0–100% scale per category: the non-electric share on top — falling; the plug-in share at the bottom — rising. Passenger cars — plug-in (BEV+PHEV) among passenger cars; buses and trucks — fully electric among their own kind. One basis: the active registry, road-entry year.
For heavy vehicles the early years count only vehicles still in service, so scrapped ones are missing; for the electric share this hardly matters — there were none back then.
A single combined chart does not work here: there are twenty times more passenger cars than buses, and on a shared axis buses collapse into a sliver at zero. Hence three charts, each with its own scale. The bar is the whole annual intake, the coloured part is electric, the share is printed above.
The comparison speaks for itself. Among passenger cars the electric share fell to 12.4% in 2026 after peaking at 24.6% in 2024 — the tax break ended. Buses stand at 21.8%. Trucks without heavy pickups: 2.8% — genuine electric trucks are still rare in Israel, while the Silverado EV and Sierra EV pickups (77.3% of their 2026 deliveries electric) are private vehicles, not freight transport.
New cars that entered the road in October 2026 (partial month), split by fuel.
Brands whose car count on the road went down: more scrapped than bought in October. Ten biggest drops. Car-fleet brands only: motorcycles, heavy machinery and trailers are excluded.
Active cohort by road-entry month, cars by fuel type
New cars that entered the road in the last chart month (October 2026), by brand and fuel — counts.
| # | Brand | BEV | PHEV | ICE | Total |
|---|---|---|---|---|---|
| 1 | Jaecoo | 0 | 315 | 328 | 643 |
| 2 | Toyota | 10 | 1 | 589 | 600 |
| 3 | Kia | 36 | 13 | 541 | 590 |
| 4 | BYD | 237 | 189 | 0 | 426 |
| 5 | Hyundai | 8 | 0 | 261 | 269 |
| 6 | Geely | 103 | 161 | 0 | 264 |
| 7 | MG | 56 | 121 | 73 | 250 |
| 8 | Skoda | 12 | 0 | 174 | 186 |
| 9 | Deepal | 72 | 113 | 0 | 185 |
| 10 | Omoda | 0 | 133 | 0 | 133 |
| 11 | XPeng | 125 | 0 | 0 | 125 |
| 12 | KG Mobility | 0 | 0 | 120 | 120 |
| 13 | Subaru | 0 | 0 | 114 | 114 |
| 14 | Chery | 0 | 41 | 57 | 98 |
| 15 | Mazda | 0 | 0 | 92 | 92 |
| 16 | Citroen | 0 | 0 | 91 | 91 |
| 17 | Volkswagen | 0 | 0 | 80 | 80 |
| 18 | Seat | 0 | 0 | 77 | 77 |
| 19 | Suzuki | 5 | 0 | 68 | 73 |
| 20 | Lynk & Co | 43 | 26 | 0 | 69 |
| 21 | Cupra | 0 | 0 | 63 | 63 |
| 22 | Land Rover | 0 | 8 | 54 | 62 |
| 23 | Ora | 0 | 0 | 61 | 61 |
| 24 | Mercedes | 3 | 5 | 50 | 58 |
| 25 | Aion (GAC) | 54 | 0 | 0 | 54 |
| 26 | BMW | 3 | 6 | 41 | 50 |
| 27 | Audi | 2 | 4 | 36 | 42 |
| 28 | Mitsubishi | 0 | 0 | 40 | 40 |
| 29 | Lexus | 5 | 8 | 26 | 39 |
| 30 | Jeep | 0 | 0 | 39 | 39 |
| 31 | Peugeot | 0 | 0 | 34 | 34 |
| 32 | Renault | 2 | 0 | 30 | 32 |
| 33 | Honda | 0 | 0 | 32 | 32 |
| 34 | Zeekr | 31 | 0 | 0 | 31 |
| 35 | Leapmotor | 15 | 16 | 0 | 31 |
| 36 | Foton | 10 | 0 | 12 | 22 |
| 37 | Dongfeng | 0 | 22 | 0 | 22 |
| 38 | Ford | 0 | 0 | 22 | 22 |
| 39 | Volvo | 1 | 2 | 16 | 19 |
| 40 | Opel | 0 | 0 | 17 | 17 |
| 41 | Hongqi | 14 | 0 | 0 | 14 |
| 42 | Voyah | 13 | 0 | 0 | 13 |
| 43 | Dacia | 0 | 0 | 13 | 13 |
| 44 | Nissan | 0 | 0 | 13 | 13 |
| 45 | Cadillac | 12 | 0 | 0 | 12 |
| 46 | Isuzu | 0 | 0 | 10 | 10 |
| 47 | Porsche | 5 | 1 | 3 | 9 |
| 48 | Chevrolet | 1 | 0 | 7 | 8 |
| 49 | IM Motors | 7 | 0 | 0 | 7 |
| 50 | BAIC | 7 | 0 | 0 | 7 |
| 51 | GMC | 5 | 0 | 0 | 5 |
| 52 | Fiat | 0 | 0 | 5 | 5 |
| 53 | Maxus | 2 | 0 | 0 | 2 |
| 54 | Bentley | 0 | 2 | 0 | 2 |
| 55 | Alpine | 0 | 0 | 1 | 1 |
| 56 | Chrysler | 0 | 0 | 1 | 1 |
| 57 | Alfa Romeo | 0 | 0 | 1 | 1 |
| TOTAL | 899 | 1187 | 3292 | 5378 |
Active 2026 cohort (vehicles with a 2026 road-entry date, currently active) by BEV model for 8 brands — count per model.
All electric vehicles on the road (cumulative, any model year) by owner district; the source refreshes daily. Includes ~16k electric two-wheelers. This is the full fleet, not the 2026 cohort; other chapters exclude two-wheelers.
Private Leasing & rental + Companies & dealers
Fully electric cars put on the road in 2023 or later and permanently taken off the road. Filters: year taken off, year bought (put on the road) and brand; with no brand chosen the chart shows the 20 most frequent models of all brands, with a brand - all of its electric models bought in the chosen year, including those never taken off (0). BEV only: where the brand has a plug-in hybrid with the same name (e.g. BYD SEAL U and SEAL U DM-i), the model is marked "(BEV)" - only the electric version is counted. Models are grouped by family without trims (C40 P8 RECHARGE and C40 PUR ELECTRI are the EC40). Personal imports without a model name are shown as "model not stated", with no percentage. Next to each number - the share of the cars of that model bought in the chosen year (with "All" - of all bought from 2023 up to the year taken off: cars bought after the chosen year taken off are not in the base) that were taken off; bought = cars of the model put on the road that year, on the road now plus already taken off. Brand totals match the "BEV scrappage rate" chart in the chapter on cars taken off the road. The conclusion under the chart is recomputed whenever a filter changes.
Taken off the road: 2294 of 209,619 bought (1.1%) · models on the chart: 20 of 151
Highest share taken off of those bought (models with at least 300 cars bought): JAC E-JS4 — 4.8% (16 of 330); Leapmotor T03 — 4.5% (46 of 1028); Seres 3 — 4.0% (38 of 945); Volkswagen ID.4 — 2.5% (31 of 1248); Seres SF5 — 2.4% (35 of 1442). The lowest share is Toyota C-HR+ (0%); the average for the selection is 1.1%. Bought in 2026: 50 taken off of 33,966 (0.15%), 27 models. Highest share among them (models with at least 100 bought): Leapmotor T03 — 1.6% (2 of 123); Hongqi E-HS7 — 1.3% (3 of 235); MG MG4 — 0.85% (2 of 235); BMW IX2 — 0.82% (1 of 122); Hongqi EH7 — 0.77% (1 of 130). By year taken off: 2023 — 138, 2024 — 423, 2025 — 790, 2026 — 943 (partial).
The same chart by month: fully electric cars put on the road in 2023–2026 and permanently taken off the road in 2026. Filters: month taken off, year bought (put on the road) and brand; with no brand - the 20 most frequent models, with a brand - all of its electric models. Next to each number - the share of the cars of that model bought in the chosen year (with "All" - of all bought since 2023) that were taken off in the chosen month. The current month is partial - up to today's publication.
Taken off the road: 943 of 209,619 bought (0.45%) · models on the chart: 20 of 122
Highest share taken off of those bought (models with at least 300 cars bought): JAC E-JS4 — 2.4% (8 of 330); Leapmotor T03 — 1.8% (19 of 1028); JAC 40 — 1.8% (7 of 382); Forthing S7 — 1.8% (7 of 400); Seres 3 — 1.7% (16 of 945). The lowest share is Toyota C-HR+ (0%); the average for the selection is 0.45%. Bought in 2026: 50 taken off of 33,966 (0.15%), 27 models. Highest share among them (models with at least 100 bought): Leapmotor T03 — 1.6% (2 of 123); Hongqi E-HS7 — 1.3% (3 of 235); MG MG4 — 0.85% (2 of 235); BMW IX2 — 0.82% (1 of 122); Hongqi EH7 — 0.77% (1 of 130). The most were taken off in 06.2026 (129), the fewest in 02.2026 (76); the current month is partial and left out of the comparison.
▲/▼ shown when the rank gap > 8. ▲ — the brand sells above its fleet rank (rising); ▼ — bigger in the fleet than in sales.
| # | Brand | Bought 2026 | Rank 2026 | On road | Fleet rank | Δ rank |
|---|---|---|---|---|---|---|
| 1 | Toyota | 30,552 | 1 | 579,658 | 1 | +0 |
| 2 | Jaecoo | 28,826 | 2 | 46,347 | 23 | ▲ 21 |
| 3 | Chery | 25,764 | 3 | 78,015 | 16 | ▲ 13 |
| 4 | Hyundai | 23,151 | 4 | 563,788 | 2 | -2 |
| 5 | Kia | 21,104 | 5 | 432,775 | 3 | -2 |
| 6 | BYD | 18,240 | 6 | 65,731 | 19 | ▲ 13 |
| 7 | Skoda | 16,775 | 7 | 246,818 | 5 | -2 |
| 8 | MG | 11,814 | 8 | 43,835 | 24 | ▲ 16 |
| 9 | Geely | 6563 | 9 | 27,444 | 29 | ▲ 20 |
| 10 | XPeng | 4987 | 10 | 15,965 | 34 | ▲ 24 |
| 11 | Tesla | 4979 | 11 | 37,556 | 25 | ▲ 14 |
| 12 | Omoda | 4399 | 12 | 4448 | 46 | ▲ 34 |
| 13 | Citroen | 4307 | 13 | 81,410 | 15 | +2 |
| 14 | BMW | 4150 | 14 | 52,188 | 21 | +7 |
| 15 | Mercedes | 3799 | 15 | 60,020 | 20 | +5 |
| 16 | Nissan | 3427 | 16 | 143,308 | 8 | -8 |
| 17 | Mitsubishi | 3314 | 17 | 176,075 | 7 | ▼ 10 |
| 18 | Deepal | 3186 | 18 | 5419 | 42 | ▲ 24 |
| 19 | Seat | 3093 | 19 | 113,054 | 9 | ▼ 10 |
| 20 | Subaru | 2757 | 20 | 81,718 | 14 | -6 |
| 21 | Lynk & Co | 2717 | 21 | 7138 | 38 | ▲ 17 |
| 22 | Suzuki | 2700 | 22 | 181,225 | 6 | ▼ 16 |
| 23 | Mazda | 2549 | 23 | 278,937 | 4 | ▼ 19 |
| 24 | KG Mobility | 2247 | 24 | 4885 | 44 | ▲ 20 |
| 25 | Lexus | 2218 | 25 | 22,883 | 31 | +6 |
| 26 | Volkswagen | 2192 | 26 | 106,805 | 10 | ▼ 16 |
| 27 | Audi | 2029 | 27 | 46,430 | 22 | -5 |
| 28 | Dacia | 1960 | 28 | 27,831 | 28 | +0 |
| 29 | Opel | 1925 | 29 | 33,530 | 26 | -3 |
| 30 | Peugeot | 1898 | 30 | 72,069 | 17 | ▼ 13 |
The state publishes no PHEV geography, so the ownership split is national. BEV — 6.1% of the passenger fleet, plug-in cars together — 10.2%. Both the numerator and the denominator here are passenger cars only: commercial vehicles are excluded from both sides.
Paired bars: muted 2025 left, 2026 right; stacks — BEV/PHEV/ICE, hover for counts. The percent is the month change vs 2025; ✱ — the current month is partial: it shows the number of cars so far, not a percent. 2025 cars already de-registered are absent from the registry (~1–2% effect).
January–September: total +6% vs 2025, BEV -34%, PHEV +141%, ICE -3%.
How many BEV cars of these brands were taken off the road (scrapped) in 2023–2026. Brands are the top 15 by 2026 BEV sales.
Share of cars that entered service in 2023–2026 and have already left the road, out of BEV sold by the brand in 2023–2026 — numerator and denominator from the same cohort. In brackets: scrapped / sold. Brands are the top 15 by 2026 BEV sales. Not a reliability metric: cross-brand comparison reflects cohort age — brands selling since 2023 have older cars than those that arrived in 2025.
Age = scrap year minus production year. 35.5% of the cars taken off the road in 2023–2026 entered service before 2023; the average age at scrappage is 2.2 years.
| Year | 0–2 | 3–5 | 6–9 | 10+ | Total |
|---|---|---|---|---|---|
| 2023 | 345 | 32 | 17 | 10 | 404 |
| 2024 | 588 | 86 | 19 | 18 | 711 |
| 2025 | 790 | 320 | 24 | 12 | 1146 |
| 2026 | 659 | 575 | 54 | 10 | 1298 |
| Year | BEV | PHEV | ICE | Total |
|---|---|---|---|---|
| 2017 | 346 | 3 | 110,994 | 111,343 |
| 2018 | 139 | 10 | 142,041 | 142,190 |
| 2019 | 106 | 21 | 110,933 | 111,060 |
| 2020 | 20 | 27 | 75,839 | 75,886 |
| 2021 | 51 | 82 | 113,006 | 113,139 |
| 2022 | 121 | 132 | 111,153 | 111,406 |
| 2023 | 404 | 271 | 117,308 | 117,983 |
| 2024 | 711 | 396 | 116,004 | 117,111 |
| 2025 | 1146 | 448 | 117,299 | 118,893 |
| 2026 | 1298 | 473 | 90,836 | 92,607 |
| TOTAL | 4342 | 1863 | 1,105,413 | 1,111,618 |
The number above each column is the month's BEV total; segments are nominal-voltage classes.
| Parameter | LFP | NMC |
|---|---|---|
| Degradation in a hot climate | more resilient | degrades faster |
| Cycle life | 3000–8000 | 1000–2500 |
| Energy density | lower (heavier) | higher (lighter) |
| Production cost (per 1 kWh) | $80 | $120 |
| Recommended charging window | 10–100% daily | 30–80% daily |
Chemistry comparison per an independent review: capture.energy
Practice guidance, not a physical limit (windows depend on the pack and its BMS). At a rated 400 km: everyday buffer ~360 km (LFP) vs ~200 km (NMC); for a long trip NMC charges to 100% by design.
The same power at double the voltage means half the current: thinner, lighter cables, four times lower resistive losses, a steadier fast-charge curve.
| Brand | Model | Class | Nominal | Sold 2026 |
|---|---|---|---|---|
| XPeng | G6 | 800V-class | 550 V | 4387 |
| Tesla | MODEL Y | 400V-class | 335 V | 3103 |
| Deepal | S05 | 400V-class | 379 V | 2854 |
| Geely | EX5 | 400V-class | 376 V | 2392 |
| Tesla | MODEL 3 | 400V-class | 320 V | 1876 |
| BYD | ATTO 3 EVO | 400V-class | 499 V | 1569 |
| Zeekr | 7X | 800V-class | 800 V | 1187 |
| Kia | EV3 | 400V-class | 369 V | 981 |
| Lynk & Co | 02 | 400V-class | 485 V | 775 |
| Aion (GAC) | AION V | 400V-class | 360 V | 718 |
| BYD | ATTO 2 | 400V-class | 358 V | 655 |
| Voyah | COURAGE | 400V-class | 480 V | 591 |
| Chery | FX | 400V-class | 350 V | 588 |
| MG | S6 | 400V-class | 470 V | 540 |
| Jaecoo | 5 | 400V-class | 433 V | 530 |
| MG | S5 | 400V-class | 410 V | 473 |
| BYD | SEAL U | 400V-class | 422 V | 472 |
| BYD | DOLPHIN SURF | 400V-class | 288 V | 437 |
| BYD | SEALION 7 | 800V-class | 550 V | 431 |
| XPeng | G9 | 800V-class | 550 V | 388 |
Curated: factory figures of the dominant Israeli trim; 0–100 and top speed are not registry fields.
| Model | Class | LFP/NMC | 0–100 | Vmax | Sold 2026 |
|---|---|---|---|---|---|
| Tesla MODEL Y | 400V-class | mixed | 6.9 s | 201 km/h | 3103 |
| Tesla MODEL 3 | 400V-class | mixed | 6.1 s | 201 km/h | 1876 |
| BYD ATTO 3 EVO | 400V-class | LFP | 5.5 s | 180 km/h | 1569 |
| BYD SEALION 7 | 800V-class | LFP | 6.7 s | 215 km/h | 431 |
| BYD DOLPHIN | 400V-class | LFP | 7.0 s | 160 km/h | 183 |
| BYD SEAL | 800V-class | LFP | 3.8 s | 180 km/h | 131 |
| XPeng G6 | 800V-class | mixed | 6.6 s | 202 km/h | 4387 |
| Kia EV3 | 400V-class | NMC | 7.5 s | 170 km/h | 981 |
| Hyundai IONIQ 5 | 800V-class | NMC | 7.3 s | 185 km/h | 271 |
All figures are official fields; voltage rose from 403V to 499V — an intermediate architecture, not the 800V-class; both Evo trims have multi-link rear suspension (importer specification, 06.2026).
| Atto 3 | Atto 3 Evo (2026) | |
|---|---|---|
| Power, hp | 204 | 313 / 448 |
| Gross weight, kg | 2160 | 2410 / 2520 |
| Battery voltage | 403 V | 499 V |
| Drive | 4X2 | 4X2 / 4X4 |
| hp per tonne | 94 | 130 / 178 |
Solid-state batteries: a solid electrolyte instead of a liquid one — 1000+ km density, minutes-long charging, a much lower fire risk (flammability remains under study); series adoption expected no earlier than 2028–2030.
Solar roof: a car roof yields ~1–2 kWh on a perfect day ≈ 5–15 km of range — enough for auxiliaries and cabin climate, not for traction charging.
How complete the data is (share of all cohort BEVs sold): battery voltage is known from the catalog for 99.7% of cars — for the remaining 0.3% the catalog leaves it blank, shown as n/a; battery type (LFP or NMC) is identified for 78.3% of cars; platform type for 90.3%; rear-suspension type for 78.1%. Shares are weighted by cars sold, not by model count.
Fuel split covers +4700 of +4700 cars; brands without a period-start fuel snapshot are omitted.
Every number here comes from the Transport Ministry registry and is recomputed with each update. 4,188,224 cars are on the road: petrol and diesel 3,776,003 (90.2%), plug-in hybrids 165,234 (3.9%), fully electric 246,987 (5.9%). The fleet is still nine-tenths combustion — but it is being replenished differently: of the 269,542 cars that entered service in 2026, 37% are rechargeable — 33,921 BEV and 65,773 PHEV against 169,848 ICE. And what leaves the road is almost entirely petrol: of 92,607 cars scrapped this year, 90,836 were ICE, 1298 BEV, 473 PHEV. Among cars under three years old, rechargeables are already 30.7% — that is what the fleet will look like in ten years.
Yom Kippur is the one day a year when traffic in Israel stops, and the Environment Ministry’s monitoring network measures what that does every year. Measurement of 20–21 September 2026, peak nitrogen-oxide concentrations at traffic stations, ppb: Haifa, Ha’Atzmaut St — 129.6 on the eve and 10.1 on Yom Kippur; Petah Tikva, Gissin — 94.4 → 11.7; Jerusalem, Dvora HaNevia — 82.7 → 16.2; Tel Aviv, Levinsky central station — 59.6 → 8.8; central Tel Aviv — 37.9 → 7.7. A six- to thirteen-fold drop within a day. The one exception is Bnei Brak, Jabotinsky St: 23.0 → 61.1 — the road to the hospital, which kept working. Benzene at the same stations fell two- to five-fold. Nitrogen oxides trace exhaust specifically, not industry: factories did not stop on Yom Kippur. This is the ceiling of what full electrification of urban traffic can deliver — measured, not modelled.
Below ~50 km/h the dominant noise source is the engine — and that is what electric drive switches off: BEV and PHEV on battery are noticeably quieter in the urban cycle, especially pulling away from lights. Above ~50 km/h tire noise dominates and the effect fades, so the gain goes to residential streets and city centers, not highways. Below ~20 km/h EVs must emit an artificial sound (AVAS) for pedestrians. No open year-by-year decibel measurements exist; the closest is the Environment Ministry estimate of how many people live above 60/65/70 dBA from road traffic, separately in cities and along intercity roads (charts below). Cities have about 20 times more of them than intercity roads — which is where quiet electric drive pays off.
Environment Ministry estimate from traffic volumes (indicator 12.1.1), not measurements. The cities/intercity split is published up to 2014, when there were almost no EVs, so their effect cannot show in these series. The number of exposed people grew more slowly than the population (which grew by about 30% over 2000–2014): above 60 dBA in cities lived about 57% of the country’s residents in 2000 and about 50% in 2014; along intercity roads, about 2.6%. The ministry’s latest overall estimate (2023): 49.7% of the population above 60 dBA, 22.6% above 65, 7.4% above 70 — almost the same as in cities in 2014. There are no newer estimates for 2024–2026: according to the State Comptroller (2024), the ministry has not mapped noise and has built no database at the national or local level. As early as 2008 the Knesset Research Center called noise the most widespread environmental nuisance, affecting about a quarter of the population; by the WHO model, noise causes about 400 premature deaths a year in Israel.
Sources: Environment Ministry — State of the Environment in Israel 2017, indicator 12.1.1 · State Comptroller, 2024 — Handling noise nuisances in the urban space · Knesset Research Center, 2008 — Noise nuisances in daily life — a comparative review · Israel Hayom, 2023 — Environment Ministry estimate
Conclusion: the fleet is 90.2% combustion, but its inflow is already 37% rechargeable and its outflow almost entirely petrol: the composition changes from both ends. What that does for the air, the country measured on 21 September: without exhaust, nitrogen oxides at urban stations fell from 129.6–94.4 to 10.1–11.7 ppb within a day. The other side remains: tyres, dust and ozone are not removed by electric drive.
Vehicles over 3.5 t sit in their own registry and are absent from every other chapter. The chapter’s conclusions concern trucks and buses: 167,002 vehicles — 123,746 trucks (categories N2/N3) and 43,256 buses (M2/M3). For the full picture the tiles below also show heavy pickups (26,134) — the Silverado, RAM and the like: at 4.5–5 t gross weight they are filed as N2 trucks, yet they are private vehicles — and tractors (64,772, golf carts and UTVs included); “Total” and “Electric” count all four categories. Not shown: trailers without an engine (146,935) and light vehicles without a model code (18,229) — with them the registry holds 423,072 records. Hover over a tile to see its electric share. These figures must not be added to the passenger fleet: different registers, different counting rules.
Among trucks 122,349 run on diesel — 98.9% of the category. Buses: 37,222 diesel, 86.1%. Electric so far: 400 trucks (0.3%) and 3627 buses (8.4%). Heavy pickups are a story of their own: 6025 of 26,134 are electric (23.1%), almost all Chevrolet Silverado EV and GMC Sierra/Hummer EV; without this correction they would pass for "electric trucks". Electric tractors: 255 (0.4%) — golf carts and UTVs. Petrol tractors: 37,133 (57.3%) — not farm machinery but ATVs and UTVs: Polaris, BRP (Can-Am), CFMoto, Access; median gross weight 0.9 t, 86% on the road since 2015. Farm tractors run on diesel (27,362). Hydrogen: trucks 3, buses 1 — see the separate block below.
Diesel, petrol, electric, hydrogen and other (gas, kerosene). The chapter’s conclusions concern trucks and buses; pickups and tractors are shown for the full picture
| Category | Total | Diesel | Petrol | Electric | Hydrogen | EV share |
|---|---|---|---|---|---|---|
| Trucks | 123,746 | 122,349 | 880 | 400 | 3 | 0.3% |
| Buses | 43,256 | 37,222 | 1004 | 3627 | 1 | 8.4% |
| Pickups above 3.5 t | 26,134 | 19,732 | 341 | 6025 | — | 23.1% |
| Tractors | 64,772 | 27,362 | 37,133 | 255 | — | 0.4% |
| Total | 257,908 | 206,665 | 39,358 | 10,307 | 4 | 4.0% |
Electric share of annual bus deliveries: 0.5% in 2020, 13.2% in 2022, 22.7% in 2023, 21.8% in 2026. Electric trucks remain a handful: 19 units in 2022, 25 in 2024, 73 in 2025 and 262 in 2026 — 2.8% of the annual intake. Of the 400 electric trucks on the road, 82.0% are light, up to 7.5 t; the largest makers are Farizon and Maxus (65.0%). The steep rise of "electric trucks" in the raw statistics comes from heavy pickups: 3454 of the 4469 delivered in 2026 (77.3%) — private vehicles, kept out of the chapter totals. Buses were driven by public-transport tender requirements.
Buses in blue, trucks in green; by road-entry date
All new buses and trucks, any fuel. This is the base the share above is calculated from
Hydrogen vehicles in the registry: 4 — trucks 3, buses 1. The ministry files fuel-cell vehicles as “electric”, so the report picks them out by model and engine code and leaves them out of the electric count. The trucks are Hyundai XCIENT Fuel Cell, on the road since June 2023 and working in the north. The bus is an Allenbus FSQ6123 FCEV (Audace 1050), registered in February 2026; on 8 October 2026 it was handed to the Bazan group as Israel’s first intercity hydrogen bus: 53 seats, four 700-bar hydrogen tanks, refuelling in 5 to 12 minutes, a range of up to 600 km and only water from the exhaust. The Ministry of Energy and Infrastructure backed the project (NIS 2.5 million); the bus will carry Bazan refinery staff between Nahariya and the plant. The country still has one hydrogen station — at the Yagur junction (since 2023).
| Make | Model | Category | On the road since | Vehicles |
|---|---|---|---|---|
| Hyundai | XCIENT | Trucks | 06.2023 | 3 |
| Allenbus | FSQ6123FCEVZA | Buses | 02.2026 | 1 |
The registry does not link a specific scrapped vehicle to a specific new one, but the flow is visible. In 2026 2238 diesel trucks were scrapped while 8991 new diesel and 262 electric ones entered service. For buses, 1140 diesel scrapped against 2180 new diesel and 720 electric. Both sides count vehicles above 3.5 t only; heavy pickups are excluded.
Two rows per year: trucks on top, buses below — buses use the same colours in a lighter shade. Left of the axis: diesel scrapped, right: new arrivals — dark for diesel, green for electric. The fleet grows, so intake exceeds retirement. Purple — new hydrogen. The buttons above the chart filter by vehicle type and by fuel, and work together: e.g. “Buses” + “New electric”.
The Ministry of Environmental Protection puts lifetime CO₂ emissions of an urban diesel bus at about 765 tonnes. The 3627 electric buses on the road displace roughly 2.8 million tonnes of CO₂ over the fleet lifetime. The estimate is coarse: it does not subtract power-generation emissions and does not weight actual mileage per vehicle.
Bottom line: the fleet holds 122,349 diesel trucks and 37,222 diesel buses — 160 thousand engines in all, many of them working inside urban areas with mileage no passenger car matches; heavy pickups and tractors are not in this count. The Ministry of Environmental Protection values the lifetime damage of one urban diesel bus at about ILS 86 million against ILS 30 million for an electric one. Every hundred electric buses and trucks (982 entered service in 2026) therefore weighs more for air quality than thousands of passenger EVs — even though passenger EVs outnumber electric trucks and buses 61 to one.
There are three of them, each answering a different question. They must not be added or compared directly.
The gap between the first and the second is cars bought in 2026 and already de-registered. The gap between the second and the third is commercial vehicles.
Hence the different plug-in shares. Among passenger cars it is 37.9%, together with commercial vehicles 36.9%. The reason lies in commercial vehicles themselves: only 6.9% of them are plug-in, and they pull the overall share down. That is why the new-cars site, which excludes commercial vehicles, shows the higher figure.
Building an electric car emits roughly forty percent more than building an ordinary car outright. Lithium is evaporated from underground brines in Chile’s Atacama, the driest desert on the planet, where water is already scarce. Cobalt comes from Congo, and some of it is dug in mines where children work. That is not an invention of critics. It is true, and pretending otherwise is not an option.
An average electric car battery holds about 160 kilograms of metals. Recycling returns most of them, and roughly thirty kilograms are lost for good: 1.8 kg of lithium, 1.4 kg of nickel and 400 grams of cobalt. That is the size of a football. A petrol car burns seventeen thousand litres of fuel over its life. Stack those barrels on top of one another and you get a ninety-metre tower, a twenty-five storey building. That fuel comes back from nowhere: it goes into the air and stays there.
When people say the battery is dirty, oil enters the story already refined, as petrol at the pump. Between the well and the pump stands an entire industry, and its footprint never makes it into the comparison. During extraction the associated gas often has nowhere to go, so it is burned in flares. Nine countries account for three quarters of all flaring while producing less than half of the world’s oil. In Nigeria flaring rose twelve percent in 2024 alone, and people in the Niger Delta have lived under those flames for decades.
There is no petrol in the well. Crude is distilled, cracked and cleaned, and that takes roughly one barrel in ten: a refinery burns its own gas and coke for about half its energy, gets a third from natural gas, and the rest from electricity and steam. That price is paid on every litre, for the life of the car. A battery costs energy too: the cells for a 60 kWh pack take on the order of three megawatt-hours — electrode drying, dry rooms, formation — plus the smelting of lithium, nickel and cobalt. But that energy is paid once, and the cleaner the factory grid, the smaller the footprint: a pack built on a Nordic or European grid is roughly half as dirty as one built on coal. Of all the oil pumped worldwide, a little under half is burned in engines on the road and another thirteen percent or so in aircraft and ships; plastics, fibres, asphalt and lubricants take about one barrel in six — the only share that is growing. The remaining quarter is not “other” but quite specific things: cooking gas and heating oil in homes (about 7%), industrial furnaces and machinery (6%), the refineries’ own fuel and the energy of extraction (6%), fuel-oil power plants and backup generators (4%), tractors, pumps and fishing boats (3%).
ICCT’s July 2025 analysis puts a European electric car at 63 grams of CO₂ per kilometre over its full life cycle against 235 for a petrol one — 73% less. The extra emissions from making the battery are repaid in about seventeen thousand kilometres: a year, eighteen months of ordinary driving. Everything after that is net gain. Even in Poland, whose grid runs on coal, the advantage holds at around twenty-two percent.
Coal plays a small part in our generation: 10% in 2025, half of what it was a year earlier. The backbone is natural gas at about 73%, and gas is roughly twice as clean as coal per kilowatt-hour. Renewables ended 2025 at about 17% (Energy Ministry estimate) against 49% across Europe. Better than average on one measure, worse on the other, and the payback lands in the same range — a year, not a decade. It will keep shrinking: the Hadera coal plant runs until 2029 and solar generation is growing.
Carbon dioxide spreads evenly across the planet and does not care where it was released. The exhaust of a petrol engine — nitrogen oxides, fine particles, products of incomplete combustion — goes into the lungs of a person standing on the pavement two metres from the tailpipe. Here our own data speaks louder than any forecast.
Bottom line: an electric car does not abolish extraction — it moves it and shrinks it. Atacama and Congo pay a real price, and pretending otherwise is not an option. But the comparison is not with an ideal, it is with what exists now. Right now every petrol car on the road means a twenty-five storey stack of barrels, a flare in Nigeria and exhaust on the next street. An electric car means a football of lost metal and a power station outside town. The difference is not that one is clean and the other dirty. The difference is in orders of magnitude.
Every chapter of the report ends with its own takeaway. They are gathered here in order — a short retelling of the whole report.
Over the 9 closed months of 2026, 264,136 cars were registered; 269,542 cars of 2026 are on the road today — the active registry cohort, current month included.
The plug-in share grew from 0.0% in 2010 to 27.1% in 2024, 30.9% in 2025 and 36.9% in 2026; petrol and diesel keep 63.1%.
Across full months the plug-in share stays between 30.1% and 46.4% (the current partial month shows 38.8%), averaging 36.9%.
The leaders of the year are Toyota, Jaecoo, Chery.
The plug-in segment is led by Jaecoo 7, Jaecoo 8, Chery TIGGO 8 PRO.
Supply is concentrated: Tesla and Deepal sell just one or two models each (MODEL Y/MODEL 3; S05/S07).
The gap between sales rank and fleet rank shows a structural shift: Omoda and other new brands sit in the 2026 cohort well above their fleet position — they are capturing share.
In the 2026 cohort petrol and diesel cars hold 63.0%, plug-in hybrids 24.4% and fully electric cars 12.6%; together the plug-ins give 37.0%.
Of the 210,416 fully electric cars sold since 2023, 2294 cars of that same cohort have already been taken off the road — 1.1%. In 2026 the cohort took in 269,542 cars while 92,607 left the road — the fleet grew by 176,935.
In the 2026 cohort 25.2% of fully electric cars are 800V-class and 89.5% sit on a dedicated EV platform; LFP batteries power 32.8% of them, NMC 14.4%.
Over the registry publications of 11.10–18.10 the active cohort grew by +4700 cars: +813 fully electric, +1193 plug-in hybrids and +2694 petrol and diesel.
The fleet is 90.2% combustion, but its inflow is already 37% rechargeable and its outflow almost entirely petrol: the composition changes from both ends.
The fleet holds 122,349 diesel trucks and 37,222 diesel buses — 160 thousand engines in all, many of them working inside urban areas with mileage no passenger car matches; heavy pickups and tractors are not in this count.
An electric car does not abolish extraction — it moves it and shrinks it.
The Israeli car market is going through a rapid energy transition: the share of rechargeable cars (fully electric BEV and plug-in hybrid PHEV) in new registrations rose from 27.1% in 2024 to 30.9% in 2025 and to 36.9% over the closed months of 2026; in the active 2026 cohort plug-ins hold 37.0%.
Inside the 2026 cohort petrol and diesel (ICE) still hold 63.0%, driven by taxi fleets, corporate buying and the budget segment; plug-in hybrids take 24.4% and fully electric cars 12.6%. The fleet on the road changes slower than retail: only 9.8% of it is electrified — a ~3.8x gap — at the current fleet-electrification pace (+2–3pp/year) it will keep narrowing for well over a decade, guaranteeing long growth for charging and service infrastructure. In the fleet itself fully electric cars still outnumber plug-in hybrids: 246,987 against 165,234 — the shift of sales towards hybrids over the past two years has not turned the fleet around.
The top five of the year are Toyota, Jaecoo, Chery, Hyundai, Kia: Toyota, Hyundai keep volume with ICE and classic hybrids, while Jaecoo, Kia, Toyota grow fastest over the publication window 11.10–18.10 — mostly on petrol cars and classic hybrids.
A distinct concentration node is the Chery group (Chery + Jaecoo + Omoda): 21.9% of the whole 2026 cohort and 54.9% of all PHEV — service, parts and supply for a sizable market share depend on one group. The best-selling rechargeable models are Jaecoo 7, Jaecoo 8, Chery TIGGO 8 PRO: spacious family crossovers at a sensible price — cheaper than European rivals, richly equipped, and free of range anxiety in PHEV form (curated view).
Short term (2026–2027) Chinese PHEV crossovers grow fastest in sales — they remove charging fear; but the monthly share of fully electric cars swings with Tesla’s batches, and it is too early to write BEV off. Mid term, affordable BEV win - currently XPeng G6, Geely EX5, BYD ATTO 3 EVO: as the charging network expands, buyers increasingly choose pure electric. Tesla: 14.7% of new BEV versus 15.2% of the BEV fleet - its share among new buyers is eroding.
Forecast: at ~352k annualized registrations (264,136 over 9 months × 12/9), 50/50 parity between ICE and rechargeables is expected by 2029–2030. The market risk is dependence on a single supply region and the lagging public charging network (curated view). All forecasts are trend extrapolation, not a guarantee.
Fully electric sales peaked in 2026 in June at 5083; the latest full month (September) is 8% below the peak. The last three months: 3097 (August) → 4658 (September) → 899 (October, a partial month still backfilling); September is 50% above August. The fully electric share of all cars bought: 10.5% → 19.6% → 16.7%. Between Tesla batches the fully electric segment is carried by XPeng — 540 cars a month on average, among the top two BEV brands in 9 of the 9 full months of 2026 — along with BYD and Deepal. Plug-in hybrids: 7909 → 6355 → 1187; September is 20% below August. The share of BYD — an almost entirely retail brand — in new BEV shrank from 16% to 9% (August → September); the combined share of MG and Geely shrank from 17% to 10%. Their channels differ: MG holds retail with a low price, Geely works through the leasing and corporate channel, where private purchases are a minority. The backdrop is the 48% BEV purchase tax in force since January 2026 and the reduced green-benefit cap: the blow landed first on private buyers of expensive BEV; part of the demand moved to PHEV, part to affordable BEV and corporate channels.
The data shows a market already being rebuilt rather than slowly shifting: the active 2026 cohort holds 269,542 cars, plug-in cars take 37.0% (fully electric 12.6%, plug-in hybrids 24.4%), and petrol and diesel account for 63.0%.
The on-road fleet is still only 9.8% plug-in, yet plug-ins already deliver 55.3% of its net growth — the market moves faster than the fleet.
Chinese brands hold 43.2% of the whole cohort and 88.5% of the plug-in cars (72.9% of the fully electric ones and 96.5% of the hybrids), so their lead has formed in the fastest-growing part of the market.
In 2026 sales plug-in hybrids outnumber fully electric cars (24.4% against 12.6% of the cohort): buyers want to drive on electricity every day while keeping a petrol reserve for long trips. This is a shift in sales, not a turning point for the market: fully electric cars still outnumber them on the road, and the monthly BEV share depends heavily on Tesla's batches.
Forecast: Chinese brands may settle at 46–51% of new registrations, plug-ins can approach half the market earlier than the baseline estimate, the split between hybrids and fully electric cars in sales still swings month to month, and it is too early to call a winner; the fleet itself will change far more slowly because of the millions of petrol cars already on the road.
The main risks lie not in the nationality of a car but in the specific maker and importer: the service network, parts, warranty, resale value and the owner access to charging.