Last month, there was a slight increase in the market share of electric vehicles in Israel after a continuous decline. Tesla was responsible for the shift, delivering 1,805 new cars in March and once again becoming the best-selling EV in the country, ahead of Deepal, Xpeng, and BYD.

Tesla is no longer the world’s best-selling EV – BYD officially overtook it in 2025. From Elon Musk’s perspective, classic electric cars are becoming less interesting; the focus is now on robotaxis, AI, space launches, and satellite communications.

Musk has not yet allowed Tesla to launch smaller and cheaper EVs than the Model 3 (as competitors already offer), but after Donald Trump canceled EV tax incentives in the U.S. and global competition increased, he agreed to one thing: Launching stripped-down, cheaper versions of the Model 3 and Model Y.

And so, while the Model 3 Long Range rear-wheel drive costs NIS 226,000, a basic rear-wheel drive version was added to the showroom for NIS 192,000. This is the cheapest electric sedan in Israel (ignoring smaller Chinese brands like EVEASY), with BYD Seal and IM5 sitting around the 200,000-shekel mark. When similarly equipped hybrid or plug-in family cars cost around NIS 180,000, this is a price gap that electricity can easily bridge.

The first cars were unloaded in Ashdod just before fuel prices suddenly jumped by 14% to NIS 8.05 per liter, following a rise in oil prices caused by the war with Iran. Meanwhile, as the Strait of Hormuz is still not fully open, it seems we will remain with high fuel prices in the near future. A great launch campaign the Revolutionary Guards have provided for the discounted Model 3. But does it meet expectations?

The Model 3 is one of the most recognizable cars in the world, both because many years have passed since its original launch and because of its countless Chinese copies. It is still attractive, but no longer a head-turner. The exterior tries to hide one of the cost-cutting measures in the cheaper version, originally called “Standard” and now simply “Model 3 Rear-Wheel Drive.” Like something no longer even seen in fleet cars, the wheels are steel with plastic hubcaps. It sounds insulting, but in practice the hubcaps do a very good job imitating alloy wheels. In this version, Tesla kept the panoramic glass roof, so it doesn’t look like a stripped fleet version as one might have feared from the spec sheet.

Even after opening the door (with the recessed handle that the company will likely have to replace next year with a fixed, more protruding one that is easier to operate in accidents, at least in China), you encounter more cost-cutting measures. The full synthetic leather upholstery has been replaced with a fabric blend. The front seats have lost their physical adjustment switches. Electric adjustment remains, but is now controlled only via the 15.4-inch screen, saving the company two wiring harnesses.

The screen interface is very convenient and aligns with Tesla’s button-free vision. There are also no physical controls for climate or audio (except volume scroll wheels on the steering wheel), and here too Tesla’s interface is better than any Chinese competitor by several levels. Although there is voice control, it is still a risky trend, and it is good that European regulators have already made it clear that physical controls for critical functions must return. On the steering wheel there is also a quick button for the front wipers (there is no rear wiper). Want to adjust wiping speed? You’ll need the screen.

Tesla still does not support Android Auto or Apple CarPlay, but its native navigation system is excellent, and in a comparison with Waze on my phone, it was no less accurate in estimated arrival times. Spotify is available. The seating position is low, which may be less convenient for older drivers. The steering wheel is now manually adjusted instead of electrically – not a big deal. Visibility is good except to the rear, but cameras and parking sensors help. The rear seat also mostly uses fabric upholstery, but air vents and charging ports remain. Space is quite good for a family car, but less so compared to executive cars like the Toyota Camry or Skoda Superb.

Relatively large compared to Chinese competitors, with a volume of 506 liters, and the electric opening has survived the cost cuts. The opening is slightly narrow but usable, and there is also an 88-liter front trunk. As usual, there is no spare wheel.

The large panoramic roof remains (still without a sunshade), as do rear air vents, electric folding mirrors, seat heating, and four USB-C ports. Also included: “Sentry Mode” recording the surroundings of the car, “Dog Mode,” and an excellent app allowing the smartphone to act as a key and remotely activate the air conditioning.

The base Model 3 has 283 hp and rear-wheel drive. The manufacturer claims 0–100 km/h in 6.2 seconds, making it one of the fastest cars in its class under NIS 200,000. This is far more than you will ever need in daily driving. It’s a shame the gear selector has moved to the screen. Call me a “boomer,” but I prefer a physical lever, and I was glad to see the Chinese regulator agrees.

Every manufacturer has its secrets. Tesla’s is battery capacity, which it refuses to publish, but based on charging during the test days it is estimated to be around 60 kWh. Tesla claims a 534 km combined range; we achieved around 450 km – still enough for a nonstop drive from central Israel to Eilat, and evidence of very high efficiency. Maximum charging speed has been reduced here to 175 kW, still allowing 10%–80% charging in 24 minutes. The company’s Supercharger network remains a major advantage, with significantly lower prices than the market average.

Another cost-cutting step is simpler shock absorbers. This doesn’t prevent the Model 3 from being relatively comfortable, though it struggles more on rough roads. Together with precise steering and good calibration, even the base Model 3 deserves the title “sports sedan.” The Hyundai Elantra N or Skoda Octavia RS offer a better feel, but they cost tens of thousands more and have significantly higher energy costs.

The Model 3 rear-wheel drive has survived the trimming of equipment quite well. It is not particularly luxurious, but it is also not a boring fleet car. It is quick, practical, and enjoyable, but requires adjustment to its ergonomics. Used-car data shows it is one of the few EVs with depreciation comparable to hybrids. For a family driving 18,000 km per year, this Model 3 will save about NIS 5,000 per year in charging versus gasoline.

The discounted Model 3 is a kind of F-35 for the oil-price era, but its weakness is its basic structure. Globally and in Israel, customers are shifting from sedans to SUVs. Even after the price cut, it sells less than the more expensive Model Y. It’s good that there is an affordable Model 3; now Elon, give us a crossover at this price – and preferably cheaper.

4 years or 80,000 km vehicle warranty, 8 years or 192,000 km battery warranty