|Regarding the people who say they would never fly IFR in a single engine airplane, I've run into plenty of those too. Everyone's risk tolerance is different, and saying that, everyone has different things that they're more worried about than others. I hear from lots of people who never would want to fly further than gliding distance from a road in case they need to do a forced approach, yet there are tons of bush pilots flying around up north over trees with nowhere to set down in an emergency. Ferry pilots routinely fly singles over large stretches of open water (though of course, they check the plane out thoroughly, of course). Everything a person does can cause risk, and flying is no different.
I equipped my RV-10 for IFR flight (though I just finished construction a couple of months ago and have only had the application to remove the "VFR Only" restriction in with Transport Canada for about a week, so I can't tell you yet how easy the process is). Not because I intend to go flying in all kinds of nasty weather, but because IFR flight, with proper training and experience, can be safer than VFR. Insurance companies often provide lower rates to pilots with instrument ratings - they wouldn't do this if an instrument rating made the pilot a higher statistical risk to them. I think the danger of an IFR ticket is where it gives a pilot of a single engine, non-icing equipped aircraft a false sense of security into thinking they can launch into all kinds of conditions. Flying IFR on its own doesn't have to bear a close correlation to being willing to fly in hard IMC.
I like being "in the system" when flying so I have ATC helping to look out for me. As far as I'm concerned, there's no better way to have that accomplished than to fly IFR, even on beautiful VFR days.
When I was debating getting my single engine instrument rating, I ran into two kinds of people. Those who said they would never fly IFR in a single engine plane. They, of course, were people who either had just their VFR rating, or flew twins all the time and got used to having that level of redundancy... none were people with the experience of actually having done so. The other group of people were those who did have their single engine instrument rating, and invariably, everyone I met in that category were glad they did. Most single engine instrument rated pilots I know file IFR all the time on cross countries whether they need to or not, both to keep their experience level up, and also because they just enjoy flying that way. Sure, it can be hard to keep current and proficient, but that can just be an excuse to go flying more And so long as a pilot limits him or herself to conditions they are comfortable and proficient in, I personally think that having good instrument skills makes one a better and safer pilot.
When I was planning the avionics for my plane, I decided to get my single engine instrument rating first to see if I liked it enough to justify the expense. Instrument flying may not be for everyone, so it's something you might want to consider. It's true that thunderstorm activity and icing levels can restrict a single engine, non-icing equipped plane significantly in our country, but it does open some options that would otherwise be closed.