Tesla claims model 3 can travel to Eilat and back without charging. Is that true? We checked

Until recently, the very fact that an electric car could make a direct trip from central Israel to Eilat was newsworthy, and the answer to the most common question in the field. In 2011, when I first drove an electric car to the Red Sea Mall, it was during Better Place’s short operation period, using a Renault Fluence ZE and four battery swaps along the way from Jerusalem. The next time it happened, in 2018, it was with a Renault Zoe and two AC charging stops on the way.

Since then, many electrons have passed through the fast-charging stations added on the Arava and Negev roads. A manufacturer’s combined range of 400 kilometers is now almost standard in our market. The competition has moved beyond that: Today, more than ten electric cars are sold in Israel with an official range of over 600 km, and three exceed 700 km. When the facelifted Tesla Model 3 Long Range arrived here in the summer, it became the electric car with the longest range in Israel, 750 kilometers in the rear-wheel-drive version. Then the Mercedes CLA EQ arrived, offering 780 km in its large battery version, but costing NIS 370,000—almost NIS 150,000 more.

Does the Model 3 Long Range still compete with younger EVs? And can it really make it from central Israel to Eilat and back? Stay with us—an extended drive awaits.

Two years after the significant facelift in the Highland version, the 3 received another minor update, mainly internal. The best-selling electric car in the world is still very recognizable, and no longer turns heads due to the sheer number of cars on the road, and also because it isn’t particularly attractive. The front is closed and plain, and the large windows, which benefit passengers, do not contribute to a refined appearance. Almost every other electric sedan of its size, from the Hyundai Ioniq 6 to the XPeng P7, looks more polished. But this is what happens when you enter the market late—since 2017, the 3 has set the standard.

Entering the car reminds you that the 3 is relatively low, even among sedans. This is good for range, but requires bending over after getting used to crossovers. The biggest change happened two years ago, and now corrections have arrived, mainly returning the turn signal stalk behind the steering wheel. In the facelift, this basic device was replaced by buttons on the wheel, which caused complaints among older drivers about difficulty adapting, and raised safety concerns for signaling with the wheel turned. It seemed like a change for the sake of change, and it’s good Tesla reversed it.

It has not abandoned another update, moving the gear control to a strip on the left side of the large screen. Want to go forward? Swipe up. Reverse? Swipe down. Park? Press the middle P, or use the fully automatic gear mode, which also attempts to detect when to switch between D and R during parking maneuvers. It’s cute in general, but at least twice it caused the car to move in the opposite direction during tricky parking maneuvers.

Tesla still refuses to add a dashboard or a head-up display. Everything focuses on the 15.4-inch screen. There is a quick activation button for the wipers on the wheel and another for adaptive cruise control. But everything else, from mirrors to climate control, including adjusting cold air flow from the vents, is done via the screen. There is an efficient shortcuts menu, but it is still cumbersome and potentially unsafe. Tesla still refuses to allow Waze integration, although during our test, the travel time estimates of its navigation system were almost as accurate as the Israeli app. At least Spotify and personal playlists are usable.

Material quality improved in the Highland update and hasn’t changed this time, only adding a lower front camera for parking assistance, which in the future will also connect to adaptive cruise control.

Forward visibility is excellent, less so backward due to the rear window angle. Space is very good both front and rear, with large windows and a panoramic roof enhancing the sense of room. The rear screen allows not only climate control but also YouTube viewing.

Relatively large for Chinese competitors, with a volume of 506 liters, plus a front trunk of 88 liters. No spare wheel.

18-inch alloy wheels, panoramic roof, 15.4-inch multimedia screen, 8-inch rear screen, electrically adjustable front seats with ventilation, heated rear seats, wireless phone charging, artificial leather upholstery.

The Model 3 was tested again last year under the updated and stricter European test, receiving 5 out of 5 stars. Active safety features: Autonomous emergency braking, adaptive cruise control, lane departure correction, blind-spot warning, automatic high beam. When driving with autopilot activated, all steering disengages it, unlike other systems that continue controlling speed in conjunction with minor steering corrections. In a Tesla, you must reconnect each time.

With 315 hp, the Long Range is relatively powerful, with 0–100 km/h in 5.1 seconds. You can choose a slower acceleration mode to protect your neck, but at every stage and in every situation, overtaking, leading at traffic lights, and enjoying accelerations that previously cost double the price is easy (and without exhaust emissions).

Comfort is reasonable in the city and improves with speed. This is the price for a relatively sporty setup that offers excellent road behavior, allowing fast and safe cornering with steering relatively good for an EV. The ride is quiet.

We split the test into two days, the first for the southbound trip and back, and the second for shorter dynamic driving. Ultimately, the Eilat question worries many buyers and deserves a real check, not just an estimate. We departed with 100% battery from Ma’oz Square in Rishon Lezion, driving at traffic speed, legal limits, and slightly beyond—a family holiday pace. We drove toward Beersheba, then via Route 25 to Route 90 to the photo point near the Herods Hotel: 341 km, arriving in Eilat with 46% battery.

When entering Ma’oz Square as the return destination, the navigation system indicated a 5% battery deficit, meaning we would have to charge on the way or get stuck. We chose a slightly closer target, the Tesla Supercharger complex in Kiryat Gat: 286 km. The return drive followed a similar pace and route. We arrived with 1% battery. Charging to 80% from nearly empty took 40 minutes.

So 750 km isn’t possible, but even 627 km real-world range is excellent.

The Model 3 has long secured its place in the automotive hall of fame, one of the most influential cars in history—the Ford T of electric vehicles. Any other manufacturer would have given it a more comprehensive update, but even Elon Musk, who initially refused to follow unwritten automotive rules, agreed to provide some physical updates beyond regular over-the-air updates.

The 3 still offers an exceptional combination of range versus price, a car copied by all Chinese brands yet still competitive. The interface remains clunky but better than the Chinese alternatives. Performance and handling are excellent. And like Toyota, which has intangible values such as reliability and value retention, the Model 3 also offers better value retention than any EV according to Levi Yitzhak pricing data. It also benefits from Israel’s cheap fast-charging network, open to all Tesla owners except for one location in Eilat. For those without a home charger, this is a critical advantage.

NIS 226,000 is still not exactly cheap, but it’s within the price range for tens of thousands of cars sold annually. Tesla will soon launch the 3 Standard in Israel, with an official range of only 534 km and fewer features, but a price around NIS 190,000 even after the January tax increase. When Tesla launched in Israel in 2022, the base 3 cost NIS 179,000 and created massive hype. Prices have since risen, but demand for sedans and EVs has dropped. A cheaper 3 may bring renewed interest to the category.