When I got to investigating the CD box items from the middle 1960s, there were several variations in how much spark energy they built and how it was released. Then, in the early 1970s, most conversion kits did not mention the "retard" which seemed to be a part of those units . . . 1 degree per 1000rpms, usually. ONLY Accel mentioned that, back then.
On the CD units, they had one massive-energy ZAP per cyl, which was much more than the normal breaker points could ever do, even with a hot coil running things. While using the breaker point to switch the voltage on and off, then letting the CD unit multiply it on its way to the spark plugs. Hence, longer point life (provided the rubbing block was lubed to specs!!!).
Before I put the then-genuine Mopar Perf kit on my '67 Newport, I had installed a 440 6-bbl dual point distributor in the 383 (using the MP adapter spacer) for the longer dwell time and allegedly hotter spark. I could not seem to get a consistent point gap, so I got out my magnetic base dial indicator to "get things right". That's when I discovered the height variations on the cam lobes which the points were operated by! I had heard of "cam lobe wear", but never had really paid attention to it! Was I surprised at how much there was AND how much it varied from lobe to lobe, with the resultant variation in point gap and dwell readings/lobe. After that, the only choice for efficient ignition timing and output was a full-electronic ignition kit. An ADDED benefit of the electronic conversion kit was "zero distributor bearing wear" from no sideloads on the upper shaft by the pressure of the breaker point rubbing block on the lobes. Even at 70K+miles, the OEM distributor in our '72 Newport 400 (with the then-optional electronic ignition), spun freely and without any wobble.
So, to me, the benefit of any electronic ignition, not triggered by breaker points, is consistent spark timing and NO maintenance. Whether it is the old Mallory Uni-Lite (led switched) or some sort of "magnetic trigger" mechanism.
I fully know that breaker points served us well for ages and ages, but back then, too, EVERYBODY who changed ignition points knew what POINT GREASE was, hot to use it, AND to look for it with each set of new replacement sets of ignition points. Without that lube, the rubbing blocks and cam lobes wear prematurely. Wear on the rubbing block is fixed with a new set of points, but the wear on the cam lobes "is there".
Everybody has their own tolerances and orientations on these things. Proceed as desired.