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Maybe ~30 cents is a "typical" rate at a commercial unit?  The figure used below is highly optimistic.  If we use the Tesla figure and $0.30, the cost would be $7.20 per hundred miles, using a commercial charger at that probably lowish rate.  That's obviously better than my 33 mpg Hyundai at $3/gallon ($9, which is not markedly worse).

Charging at home in CA at 28 cents is roughly the same but gasoline is probably 50% more expensive there as well.  I keep coming up with various figures that don't show a marked lower cost of operation for an EV, unless we charge at home here at 15 cents or so.  

If I could charge at home at 15 cents, 100 miles in a Tesla would be $3.60 which starts to be decent.  I keep going back to this because I see all sorts of calculations like the one below showing a marked advantage but they nearly all speak to charging at home (which might be most of the charging).

What is kWh per 100 Miles? (jdpower.com)

Once a kWh/100 miles rating is known, a shopper can quickly calculate the cost to operate the vehicle by multiplying this figure by the price of electricity per kWh. 
For example, a 2021 Tesla Model 3 with a standard-range battery has a rating of 24 kWh/100 miles, while a Ford Mustang Mach-E with a standard-range battery has a rating of 34 kWh/100 miles. 

If the national average price of residential electricity costs 13.29 cents per kWh*, then the cost of charging the Tesla would be 24 kWh times 13.29 cents, which equals $3.19. The Ford, at 34 kWh, costs $4.52. That means driving the Model 3 a distance of 100 miles costs $1.33 less than driving a Mustang Mach-E the same distance. 

Furthermore, in this scenario, the annual cost of electricity to drive a Tesla Model 3 for 12,000 miles would be a thrifty $382.80 ($3.19 times 12,000 divided by 100). The Ford Mustang Mach-E would run you $542.40 for the year. That's an annual cost difference of $159.60.
However, keep in mind that the cost of electricity can vary significantly based on the time of day and where you are charging a vehicle.

Right, so the ideal use cases remain the same.  Very good for urban drivers/suburban commuters or anyone else averaging under 100 miles per day and always returning to the same fixed point.

Less ideal for roadtrippers.

Impractical for roadtrippers who are towing heavy objects (and potentially always will be).

With today's capabilities, that's exactly right. 

I'm an occasional roadtripper, but not often enough that it would dissuade me from an EV if it fit everything else I needed it to do. I'm getting older and I'm more likely to appreciate a 20-30 minute stop every 3.5-4 hours these days on the road. 

If I lived in CA and had a home, I'd look into a plug in hybrid, especially if my usual trips were inside ~30 miles.  The Toyota Prius, the new model, gets good reviews.

Ford now makes a hyrbid F150 with max towing capacity.  If I still need a truck with heavy towing capability when I'm back in the market for another vehicle, I'll look into that.  I've had my current truck since 2018 so realistically won't be looking again until 2030, I tend to keep my vehicles for at least 12 years.  

Of course it's also possible or even likely, that once the kids are out of high school in 5 years, I'll be looking to downsize the RV trailer or even make the move to a diesel pusher motorhome.  In which case I'd have no need of the pickup and might look at a passenger car again, rather than a truck or SUV, for the first time since 1994.

I know my driving behavior today would easily be handled by a BEV. And that once the kids start moving out of the house, it'll be even more so.

But that's also the problem. Unless I start driving a lot more, the payback period in fuel/energy savings of the higher BEV acquisition cost will be even longer. And it's more likely that the kids being out of the house will lead to LESS driving. In fact, starting this summer when my oldest gets his license, it will likely take a LOT of pressure off me for transferring the kids to/from their mom and driving them to / picking them up from school. At least for two years until he graduates, but then my daughter will be getting closer to driving as well. It'll probably be another 2 years and then I'll have little to no "kid transportation" responsibilities. 

The one who would probably benefit the most would be my wife. But she doesn't want an EV, because Gavin Newsom told her everyone's supposed to have one and she hates being told what to do 

I heard stories about moho towing a small car and burning out the transmission.  I guess an EV can be put in "neutral" somehow.  Or not.

What Cars Can Be Flat-Towed? | Edmunds



EVs can't be flat-towed either

With electric vehicles gaining in popularity, you might be wondering if you can flat-tow them. It might seem like because most don't have traditional transmissions and can be put into neutral they can be flat-towed, but this isn't true. The electric motors will always be connected to the wheels, and as you tow your electric vehicle behind your RV, the wheels will spin the motors. This may cause damage to the electric motors and, as a result, flat towing an EV isn't advisable.