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 — BEV taken off the road (recycling, total losses, re-export).
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.
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.
New cars that entered the road in August 2026 (partial month), split by fuel.
Brands whose car count on the road went down: more scrapped than bought in August. 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 (August 2026), by brand and fuel — counts.
| # | Brand | BEV | PHEV | ICE | Total |
|---|---|---|---|---|---|
| 1 | Jaecoo | 1 | 1466 | 920 | 2387 |
| 2 | Toyota | 27 | 2 | 2053 | 2082 |
| 3 | Hyundai | 57 | 0 | 1605 | 1662 |
| 4 | Kia | 44 | 7 | 1220 | 1271 |
| 5 | MG | 159 | 584 | 299 | 1042 |
| 6 | Chery | 0 | 376 | 579 | 955 |
| 7 | BYD | 156 | 669 | 0 | 825 |
| 8 | Skoda | 3 | 0 | 821 | 824 |
| 9 | Geely | 177 | 302 | 0 | 479 |
| 10 | Omoda | 0 | 309 | 0 | 309 |
| 11 | Citroen | 0 | 0 | 297 | 297 |
| 12 | Seat | 0 | 0 | 267 | 267 |
| 13 | Ora | 0 | 0 | 260 | 260 |
| 14 | Mercedes | 25 | 40 | 178 | 243 |
| 15 | Mazda | 0 | 0 | 240 | 240 |
| 16 | Subaru | 0 | 0 | 201 | 201 |
| 17 | Lynk & Co | 23 | 176 | 0 | 199 |
| 18 | Suzuki | 13 | 0 | 157 | 170 |
| 19 | Isuzu | 0 | 0 | 156 | 156 |
| 20 | BMW | 21 | 32 | 96 | 149 |
| 21 | Deepal | 112 | 33 | 0 | 145 |
| 22 | Opel | 0 | 0 | 140 | 140 |
| 23 | Volkswagen | 0 | 0 | 127 | 127 |
| 24 | XPeng | 121 | 0 | 0 | 121 |
| 25 | Lexus | 9 | 12 | 92 | 113 |
| 26 | Land Rover | 0 | 15 | 92 | 107 |
| 27 | Leapmotor | 47 | 59 | 0 | 106 |
| 28 | Nissan | 0 | 0 | 104 | 104 |
| 29 | Ford | 0 | 0 | 99 | 99 |
| 30 | Peugeot | 1 | 0 | 93 | 94 |
| 31 | Honda | 0 | 0 | 92 | 92 |
| 32 | Dongfeng | 0 | 90 | 0 | 90 |
| 33 | Cupra | 0 | 0 | 86 | 86 |
| 34 | Jeep | 0 | 0 | 81 | 81 |
| 35 | Voyah | 65 | 0 | 0 | 65 |
| 36 | Audi | 2 | 8 | 54 | 64 |
| 37 | Zeekr | 61 | 0 | 0 | 61 |
| 38 | Volvo | 6 | 7 | 46 | 59 |
| 39 | Dacia | 0 | 0 | 54 | 54 |
| 40 | KG Mobility | 1 | 0 | 42 | 43 |
| 41 | Renault | 1 | 0 | 41 | 42 |
| 42 | Fiat | 0 | 0 | 41 | 41 |
| 43 | Aion (GAC) | 39 | 0 | 0 | 39 |
| 44 | Mitsubishi | 0 | 0 | 32 | 32 |
| 45 | Foton | 16 | 0 | 11 | 27 |
| 46 | Hongqi | 25 | 0 | 0 | 25 |
| 47 | Cadillac | 23 | 0 | 1 | 24 |
| 48 | Maxus | 23 | 0 | 0 | 23 |
| 49 | Porsche | 10 | 3 | 8 | 21 |
| 50 | IM Motors | 16 | 0 | 0 | 16 |
| 51 | Chevrolet | 1 | 0 | 15 | 16 |
| 52 | Cavan | 14 | 0 | 0 | 14 |
| 53 | Smart | 10 | 0 | 0 | 10 |
| 54 | Alfa Romeo | 0 | 0 | 7 | 7 |
| 55 | Farizon | 5 | 0 | 0 | 5 |
| 56 | Chrysler | 0 | 0 | 5 | 5 |
| 57 | GMC | 4 | 0 | 0 | 4 |
| 58 | Bentley | 0 | 2 | 0 | 2 |
| 59 | NIO | 1 | 0 | 0 | 1 |
| 60 | Alpine | 1 | 0 | 0 | 1 |
| 61 | BAW | 0 | 1 | 0 | 1 |
| 62 | Rolls-Royce | 0 | 0 | 1 | 1 |
| 63 | Ferrari | 0 | 0 | 1 | 1 |
| TOTAL | 1320 | 4193 | 10,714 | 16,227 |
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
▲/▼ 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 | 26,021 | 1 | 577,578 | 1 | +0 |
| 2 | Jaecoo | 25,159 | 2 | 42,686 | 23 | ▲ 21 |
| 3 | Chery | 21,589 | 3 | 73,872 | 16 | ▲ 13 |
| 4 | Hyundai | 20,253 | 4 | 563,638 | 2 | -2 |
| 5 | Kia | 18,569 | 5 | 431,580 | 3 | -2 |
| 6 | Skoda | 14,980 | 6 | 246,088 | 5 | -1 |
| 7 | BYD | 14,727 | 7 | 62,257 | 20 | ▲ 13 |
| 8 | MG | 9462 | 8 | 41,588 | 24 | ▲ 16 |
| 9 | Geely | 5274 | 9 | 26,215 | 29 | ▲ 20 |
| 10 | Citroen | 3764 | 10 | 81,623 | 15 | +5 |
| 11 | XPeng | 3725 | 11 | 14,712 | 34 | ▲ 23 |
| 12 | Omoda | 3607 | 12 | 3656 | 47 | ▲ 35 |
| 13 | BMW | 3551 | 13 | 51,776 | 21 | +8 |
| 14 | Tesla | 3169 | 14 | 35,782 | 25 | ▲ 11 |
| 15 | Mercedes | 3155 | 15 | 63,241 | 19 | +4 |
| 16 | Nissan | 3149 | 16 | 143,945 | 8 | -8 |
| 17 | Mitsubishi | 2909 | 17 | 176,619 | 7 | ▼ 10 |
| 18 | Deepal | 2521 | 18 | 4757 | 44 | ▲ 26 |
| 19 | Seat | 2468 | 19 | 112,776 | 9 | ▼ 10 |
| 20 | Subaru | 2301 | 20 | 81,822 | 14 | -6 |
| 21 | Lynk & Co | 2258 | 21 | 6680 | 38 | ▲ 17 |
| 22 | Suzuki | 2254 | 22 | 181,688 | 6 | ▼ 16 |
| 23 | Mazda | 2011 | 23 | 280,868 | 4 | ▼ 19 |
| 24 | Volkswagen | 1927 | 24 | 107,456 | 10 | ▼ 14 |
| 25 | KG Mobility | 1916 | 25 | 4555 | 45 | ▲ 20 |
| 26 | Lexus | 1903 | 26 | 22,580 | 32 | +6 |
| 27 | Opel | 1781 | 27 | 33,829 | 26 | -1 |
| 28 | Audi | 1765 | 28 | 46,324 | 22 | -6 |
| 29 | Peugeot | 1643 | 29 | 72,486 | 17 | ▼ 12 |
| 30 | Dacia | 1548 | 30 | 27,581 | 28 | -2 |
The state publishes no PHEV geography, so the ownership split is national. BEV — 5.8% of the passenger fleet, chargeables together — 9.5%.
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. 2025 cars already de-registered are absent from the registry (~1–2% effect).
January–July: total +8% vs 2025, BEV -24%, PHEV +156%, ICE -5%.
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 BEV cars taken off the road out of BEV sold by the brand in 2023–2026. In brackets: scrapped / sold. Brands are the top 15 by 2026 BEV sales. Not a reliability metric: the numerator includes cars bought before 2023, and cross-brand comparison reflects fleet age — new brands have almost no old cars to scrap.
Age = scrap year minus production year. 36.5% 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 | 349 | 32 | 18 | 11 | 410 |
| 2024 | 592 | 87 | 20 | 18 | 717 |
| 2025 | 791 | 319 | 25 | 12 | 1147 |
| 2026 | 500 | 443 | 44 | 9 | 996 |
| Year | BEV | PHEV | ICE | Total |
|---|---|---|---|---|
| 2017 | 346 | 3 | 117,180 | 117,529 |
| 2018 | 139 | 10 | 149,301 | 149,450 |
| 2019 | 108 | 21 | 117,638 | 117,767 |
| 2020 | 20 | 27 | 79,420 | 79,467 |
| 2021 | 52 | 82 | 119,009 | 119,143 |
| 2022 | 121 | 132 | 117,100 | 117,353 |
| 2023 | 410 | 271 | 123,399 | 124,080 |
| 2024 | 717 | 396 | 121,581 | 122,694 |
| 2025 | 1147 | 448 | 122,442 | 124,037 |
| 2026 | 967 | 350 | 72,336 | 73,653 |
| TOTAL | 4027 | 1740 | 1,139,406 | 1,145,173 |
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 | 3331 |
| Deepal | S05 | 400V-class | 379 V | 2488 |
| Geely | EX5 | 400V-class | 376 V | 2040 |
| Tesla | MODEL Y | 400V-class | 335 V | 2006 |
| Tesla | MODEL 3 | 400V-class | 320 V | 1163 |
| Zeekr | 7X | 800V-class | 800 V | 1014 |
| BYD | ATTO 3 EVO | 400V-class | 499 V | 947 |
| Kia | EV3 | 400V-class | 369 V | 859 |
| Lynk & Co | LYNKCO 02 | 400V-class | 485 V | 616 |
| Chery | FX EV | 400V-class | 350 V | 588 |
| BYD | ATTO 2 | 400V-class | 358 V | 548 |
| Jaecoo | 5 BEV | 400V-class | 433 V | 515 |
| Voyah | COURAGE | 400V-class | 480 V | 460 |
| Aion (GAC) | AION V | 400V-class | 360 V | 454 |
| BYD | SEAL U | 400V-class | 422 V | 441 |
| MG | S6 | 400V-class | 470 V | 438 |
| BYD | DOLPHIN SURF | 400V-class | 288 V | 431 |
| Aion (GAC) | AION Y | 400V-class | 380 V | 369 |
| MG | S5 | 400V-class | 410 V | 340 |
| Aion (GAC) | AION HT | 400V-class | 380 V | 332 |
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 | 2006 |
| Tesla MODEL 3 | 400V-class | mixed | 6.1 s | 201 km/h | 1163 |
| BYD ATTO 3 EVO | 400V-class | LFP | 5.5 s | 180 km/h | 947 |
| BYD SEALION 7 | 800V-class | LFP | 6.7 s | 215 km/h | 299 |
| BYD DOLPHIN | 400V-class | LFP | 7.0 s | 160 km/h | 143 |
| BYD SEAL | 800V-class | LFP | 3.8 s | 180 km/h | 83 |
| XPeng G6 | 800V-class | mixed | 6.6 s | 202 km/h | 3331 |
| Kia EV3 | 400V-class | NMC | 7.5 s | 170 km/h | 859 |
| Hyundai IONIQ5 | 800V-class | NMC | 7.3 s | 185 km/h | 221 |
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 77.1% of cars; platform type for 89.7%; rear-suspension type for 77.0%. Shares are weighted by cars sold, not by model count.
Fuel split covers +7250 of +7250 cars; brands without a period-start fuel snapshot are omitted.
The key 2026 linkage: there are more cars on the road, yet the country burns less petrol. The fleet grew by 153,256 cars in 2026 (226,909 bought, 73,653 scrapped), while 95-octane sales for January–May are down 7% vs 2025 (Energy Ministry, ~131 million liters saved, PA supplies included). Per fleet car (4,168,921) that is ~90 → ~83 liters a month; adjusted for fleet growth the real per-car drop is closer to −9%. A year earlier (2025 vs 2024) consumption was flat — the decline starts exactly in 2026. The driver: plug-ins deliver 52% of net fleet growth — BEV leave the pump entirely, PHEV and hybrids cut liters per km.
Monitoring stations record a multi-year decline in NO₂ and SO₂ and fewer daily PM2.5 exceedances near roads; Tel Aviv has not breached the hourly NOx standard since 2022 (diesel rail piers aside). The transport nature of urban NOx was proven by the involuntary June-2025 experiment: one week without commuting — about −50% NOx at big-city traffic stations. In the national inventory the transport share of NOx shrank from 51% to 43% in a single year. The geography of electrification matches the map of the gain: the BEV fleet concentrates in the Tel Aviv and Central districts (see the BEV Geography chapter) — exactly where exhaust exposure is densest. What does NOT fall: PM10 and ozone — desert dust, photochemistry and tire wear are not cured by electrification.
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 Israeli year-by-year noise series exists yet — a qualitative block, Curated level.
Bottom line: for the first time electrification shows up not in sales statistics but in physics. Fleet +153,256 cars — yet petrol −7% and ~131 million liters saved in January–May (annualized ~314 million liters and ~1.3 million tons of CO₂). Urban air is measurably improving and noise is leaving residential streets. The flip side: dust, tires and ozone remain, and the state is already recouping the lost fuel excise through EV taxes.
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 27.0% in 2024 to 30.9% in 2025 and to 35.8% over the closed months of 2026; in the active 2026 cohort plug-ins hold 35.7%.
Inside the 2026 cohort petrol and diesel (ICE) still hold 64.3%, driven by taxi fleets, corporate buying and the budget segment; plug-in hybrids take 24.0% and fully electric cars 11.7%. The fleet on the road changes slower than retail: only 9.5% 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.
The top five of the year are Toyota, Jaecoo, Chery, Hyundai, Kia: Toyota, Hyundai keep volume with ICE and classic hybrids, while Jaecoo, Toyota, Hyundai grow fastest over the publication week — mostly on petrol cars and classic hybrids.
A distinct concentration node is the Chery group (Chery + Jaecoo + Omoda): 22.2% of the whole 2026 cohort and 57.1% of all PHEV — service, parts and supply for a sizable market share depend on one group. The best-selling rechargeable models are Jaecoo JAECOO7, Jaecoo JAECOO8, Chery TIGGO8PRO: 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) the most attractive segment is Chinese PHEV crossovers — they remove charging fear and therefore grow fastest. Mid term, affordable BEV win - currently XPeng G6, Geely EX5, Zeekr 7X: as the charging network expands, buyers increasingly choose pure electric. Tesla: 11.9% of new BEV versus 14.9% of the BEV fleet - its share among new buyers is eroding.
Forecast: at ~360k annualized registrations (210,014 over 7 months × 12/7), 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.
After the June peak the pure-EV market cooled sharply: 5084 BEV (June) → 2996 (July) → 1320 (August*, a partial month still backfilling). Plug-in hybrids are far more resilient: 6790 → 7087 → 4193, with July actually up. Every BEV brand fell, but unevenly: the share of BYD — an almost entirely retail brand — in new BEV shrank from 24% to 12%. The combined share of MG and Geely rose from 13% to 25%, for different reasons: MG holds retail with a low price, Geely — 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; demand is migrating to PHEV, affordable BEV and corporate channels.
The data shows a market already being rebuilt rather than slowly shifting: the active 2026 cohort holds 226,909 cars, plug-in cars take 35.7% (fully electric 11.7%, plug-in hybrids 24.0%), and petrol and diesel account for 64.3%.
The on-road fleet is still only 9.5% plug-in, yet plug-ins already deliver 52.0% of its net growth — the market moves faster than the fleet.
Chinese brands hold 42.3% of the whole cohort and 89.6% of the plug-in cars (75.1% of the fully electric ones and 96.7% of the hybrids), so their lead has formed in the fastest-growing part of the market.
The main engine is the plug-in hybrid: buyers want to drive on electricity every day while keeping a petrol reserve for long trips and disruptions.
Forecast: Chinese brands may settle at 45–50% of new registrations, plug-ins can approach half the market earlier than the baseline estimate, hybrids will grow faster than fully electric cars for a few more years, and then a wider charging network and cheaper batteries will shift demand towards them; 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.