Echo the previous comments about having home charging but in my case, I don't have it. Here's my story:
I had a 2000 BMW 323i which was enjoyable to drive, but not necessarily to own. You probably know about one of the definitions of BMW: Bring My Wallet. After 17 years of driving it, I saw that Tesla was going to release the Model 3, the "affordable" Tesla. I put in my reservation on the night it was unveiled and patiently waited until I was notified that I could configure one. That was June 2018 and I had the car (2018 Long Range RWD) in my hands on July 3, 2018. During the wait I read up on all of the things that EVs could save me money on, but also what some of the tradeoffs were.
For me, at the time I was working, the company had installed several dozen Level 2 (L2: 240VAC) chargers and a couple of DC Fast Chargers (DCFC). Those L2 chargers would provide about 22 miles per hour in range and used the standard J1772 plug. The Model 3 was not initially delivered with support for using either the CCS or CHAdeMO plugs that the DCFCs had. No Tesla Superchargers or Destination Chargers were installed by the company. Employees were allowed four hours of parking at a charger, after which a fee was assessed. Otherwise, charging your car was free. Since my commute to work was about 17 miles each way, I only needed to charge my car about twice a week. Thus, I had no reason or desire to install the Tesla Wall Connector that I already had. Can't beat fee fuel, yes?
A year goes by and the entire department gets laid off. There goes the free electricity. Just before that happened, Tesla provided an over-the-air software update which allowed the use of a $500 CHAdeMO adapter (converts the CHAdeMO plug into the one that is used by the car - now called the North American Charging Standard: NACS). You probably heard recently that almost every EV manufacturer has declared support for NACS, basically so that they can get access to the Tesla Supercharging network.
Near my house, there's a CHAdeMO charger which is subsidized by the company which hosts those chargers. It costs $0.19 per kilowatt-hour (kWh). That's less than 1/2 as much as it costs me for the cheapest residential rate from PG&E. Since I don't drive all that much anymore, to me it didn't make sense to install the Wall Connector as a cheaper source of electrons is only a mile away. Yes, that does mean I sit in a parking lot for about an hour to get 40+ kWh. In fact, I did that yesterday and for 42.446 kWh it ran me $8.06. In mileage terms, I started charging with 106 miles "in the tank" and 57 minutes later I had 273 miles. In battery percentages, that's a starting level of 35% and ending at 90%. Like I said earlier, I have a 2018 Long Range RWD, which currently has 29K miles on the odometer. Initial range was 310 miles so now with 273 miles at 90%, that's an estimated full range of 303 miles. Not too bad for 5 1/2 year old car which has been DC charged for the last 4.5 years. That's one thing owning an EV which is (slightly) different than an ICE: the battery's capacity, and thus it's driving range, WILL degrade over time. An ICE will also probably lose some full tank range but not many people track their gas mileage or it's not all that obvious to the owner. An ICE wears down over time. The rings don't seal as well and power goes down and gas consumption goes up. Plugs get fouled and doesn't fully ignite the air-fuel mixture.
The Tesla CHAdeMO adapter is limited by design to only a maximum of 50kW. I generally get a bit less than that; 44-45 is about average. If the CHAdeMO station is busy I go to a local Urban Supercharger. That has a maximum power of 72kW but again, it's usually less than that - upper 60s is what I see. Know that the power will fluctuate according to how much of a charge is already in the battery. When the EV battery is at its lowest state of charge, the power being delivered will be at its highest. The reverse is true: when the battery is almost full, the charging rate is drastically lower. It's said that repeated DC charging is "bad" for your battery. It will cause it to degrade faster. That's true to some extent but it's probably only if you're going to 250kW chargers all the time, like two or three times a week.
Fuel is just one cost differential between EV and ICE. You're aware of the lack of "normal" maintenance items that ICE entails. No oil changes, no transmission fluid to monitor, no engine air filter, plugs, or fuel injection system to worry about. However, owning an EV does mean more tire replacements since the vehicle is heavier and that tends to wear down the tires faster. Also car insurance can be more expensive, especially for a Tesla. You do still have to pay attention to the brakes, but not to the extent of an ICE since it's assumed that most of the braking action will be done using regen. That's where the car's motors act as a generator and put a small amount of power back into the battery while simultaneously slowing the car down. So the brake
pads may last longer but you still have to look after the brake
fluid.
TL;DR I guess the basic question to you is what kind of driving do you do? Major trips of over 1,000 miles or just commuting to work and driving around town? And what's your location? USA is kind of nebulous. Are you near major cities or out in the boonies? My car has been very reliable and has not needed any major service. But then again, I live in San Jose, CA and there's several service centers within 30 miles of me so it didn't bother me to buy a first generation EV since I knew that help would be nearby. If you are in the middle Wyoming, Montana or even Nevada, I'd stick with an ICE.
Here's a map of Tesla Service Centers in the lower 48:
