That's extremely interesting, but it still leaves a couple of questions unanswered.
First, there's the issue of what SoC the car needs to be at in order for the 12v battery to be charged from the HV battery. He reckons 20% in the Ioniq, as he saw it charging at 23%. However your dive into this in the MG4 seemed to suggest that it had to be 50%. I think this is what people were questioning, not the principle itself. If you can't leave your car for a day or two at less than 50% charge, this is a problem, much more so than at 20%.
There's also the question of how fast the 12v battery is running down if it's not being topped up by the HV. He said he had just returned from a long trip, so the 12v should have been fine at the end of that irrespective of the state of the traction battery. Nevertheless it went flat in a few hours, while the car was waiting to be charged at the off-peak rate. This sounds like a fault to me.
I was struck that his monitor showed the 12v going down quite fast and being topped up frequently from the HV. Surely that's a weak battery? I know ICE car batteries are more robust, but even so. We wouldn't expect an ICE car battery in good health to fail in a few hours and surely EV batteries can't be that much worse. A decent ICE car battery will hold enough charge to turn a cold engine over for months, not days, with no boost whatsoever.
I think that, quite apart from the SoC issue, he has a dodgy battery. A good battery shouldn't be losing charge like that. I also think that if the MG4 won't top up its 12v battery when it's under 50% on the traction battery, that itself is a problem.