All that unused space behind the rear inner RH quarter panel has me thinking about adding a second J1772 input. Two main reasons to do this. One: security. When opportunity charging in the wilds, one's valuable EVSE is exposed to the elements and sticky fingers. The 120VAC 8A EVSE has a skinny enough cord to set it inside the car and shut the tailgate, allowing for a bit more security, but I'm loving life with my 16A 240/120VAC universal input SPX charger, and it has a big beefy cable that won't allow the tailgate to close. So, I'd like to be able to shut the tailgate and charge in peace, with only a 120VAC extension cord poking out, and no fragile flaps open.
Secondly, an innner input port makes an easier avenue for inputting range extension amps, whether they be from a supplemental battery pack or towed genset. Who'd want to drive down the highway with an open filler flap and 6" of handle and cord sticking out the passenger side! Of course, that still doesn't answer the question of whether the onboard charger can be tricked to run while the car is underway, and also whether it will accept DC input, like the Manzanita Micro chargers can... Adding an inverter to one's range extension pack adds cost and decreases efficiency significantly.
1500 miles and counting.
2012 i-SE "MR BEAN" 110,300 miles
2016 KIA SOUL EV, 90 kW, 27 kWh, 34k miles
2000 Mazda Miata EV, 78 kW, 17 kWh
1983 Grumman Kurbwatt EV,170 kW, 32 kWh
1983 Mazda RX-7 EV 43 kW 10 kWh
1971 "Karmann Eclectric" EV 240 kW 19 kWh