Yohay Shinar compiled: 
I would like to add more details on the history of the Sabra Sport production in Israel.
This could be generally divided into three pieces, as follows:

Phase one: As is now common knowledge with Sabra/Sabre enthusiasts, Reliant was commissioned to produce the first 100 units for the American market, due to Autocars' incapability of making the cars on time.

Indeed, production in Haifa got under way in July '61, and only eleven cars were produced till the end of that year. This is a particularly slow pace when considering Autocars overall 150 units/month production rate at the time.

It is also surprising to note that four very early production UK-made Sabras (see excel file) found their way into Haifa, possibly as demonstrators/production enablers.

The first contract for export, 25 units for the U.S., was accomplished in 1962. According to the data I have, exports only began in 1962, which means the first cars were stocked for some months. This could be due to Reliant's on-going production for the first 100 units.

Anyway, production rate in 1962 was increased.

Phase two The second phase arrived in summer 1963 (August probably), when facelifted Sabra ST started rolling off the production line. I believe (but cannot prove) that this was also the timing for the first GT's production.
Changes included (terminology is taken off the factory document):

1. Panel (front nose) with rim
2. Main body with rim
3. Possibly also revised doors and instrument panel (the latter could be dated much later, given part number)

(Note: To get precise data we should be able to compare detailed pictures of several old 47xx and new 48xx-Sabras.) Also worth noting is that the hardtop part number may indicate a later introduction than the GT. 
As sales were moving along very slowly (U.S. orders diminished, and sales in Israel never surpassed 5-6 a year), production was probably slowed down in 1964. In September 1965, as the plant moved 5kms Southwards, to Tirat HaCarmel, Sabra Sport production stopped altogether. According to what I heard from one of the ex-workers, this was due to the Sabra stock of batteries being stolen during the plant re-location. This does not sound too convincing, and as I found out in this respect, there are many stories that are just that - stories.

Phase three:

Third and last sequel took place a year or so later, production re-started, with Belgium now becoming the No. 1 market. Figures tell us that Autocars invoice prices to its Belgian dealer were reduced by some 40% at this time. This probably enabled sales (and production rate) to reach its peak in 1967. Given the low exports in 1968, I assume production ended with the end of 1967MY, sometime in August 1967. Autocars still had quite some kits in stock, which explains why in 1980, when Autocars' successor (Rom Carmel Industries, founded in 1974) was to convert its production lines from cars, ZF gearboxes were auctioned (Don Pither's book). Sometime in the early 1970s, Autocars got rid of some excess bodyshells it had. At least two unpainted GT bodies found their way to a kindergarden!
Above Yohay's story we can add that the seat of the Belgian importer was in Antwerp, Jacob Jacobsstraat 40.  There must have been a strong connection with "garage Majestic", Chaussée d'Anvers 37 in Brussels, where costumers could choose their model and colour. Up there we get the information that production stopped in may 67 but that cars that had been ordered before were assembled and delivered until 1968.  At arrival of the cars, on the passengers' seat was always a box of oranges.