BMW suspension optimization approach

Let's start with the front Macpherson suspension - assuming you can achieve the exact same static alignment angles, what is the difference between using OEM lower arms (LCA, tension strut, tie rod) with camber plates versus camber plates + aftermarket lower arms (LCA, tension strut, tie rod)?

To give you an example, most track day hobbyists tracking BMW's (E/F M cars for example) will run a coilover which has camber/caster plates, replace the front tension strut bushing (like this https://www.millway.se/front-control-arm-bushing-street-bmw-m2-f87-m3-f80-m4-f82-f83.html) and then they are done with the front suspension. I do this on my 1M as well.

However, some people also replace all 3 front lower arms (LCA, tension strut, tie rod) with say SPL Parts arms.

What is the point of this if both approaches can achieve the same static camber/caster/toe alignment settings? With approach 1, after replacing that big rubber tension strut bushing, there is no more rubber left within any of the arms. This would mean it's the same as if you replaced the lower 3 arms with aftermarket arms.

Is it just for roll center correction and possible track width adjustments? Is there really an advantage to replacing the 3 lower arms?

Thanks!

I'll make a separate post on the rear suspension.

For the rear multi-link suspension in BMW's, most people will replace the toe arm and add offset bushings into the OEM lower camber arm as well as replace any rubber bushings (usually in the subframe side inner arm) with uniballs. The eccentric bushing into rear lower camber arm will let you get your desired rear camber value.

See "step 2" here: https://www.millway.se/millway-motorsport-kit-camberplates-bushings-m2-m3-m4.html in m

This is also what I do in my 1M

My question is, why replace the upper links "dogbones" when I don't need it to obtain my static camber value? Basically see the above link but "step 3" instead. Why add step 3?

Thanks!