I would argue that there's a contradiction in your statement. Pivot points have a huge effect on suspension performance. Let's use LCA as example. Let's assume that when stock it's completely parallel to the road - 0*. As the suspension hits a bump, the LCA pivots. All of the force goes into the picot and little goes laterally through the length of the LCA. Let's use an extreme example and say that the LCA after lift is at 45*. When you hit a bump, some of that force is now transferred along the length of LCA to "push" into where it's mounted. An even more extreme example is where the LCA is completely perpendicular to the road and hitting a bump doesn't pivot it any more and all of the force is transferred along it's length rather than through its swing. Effectively, the load and force on the suspension changes when pivots are changed, and aftermarket springs and shocks (good ones) factor this in and design shocks and springs to better absorb/compensate. Of course, it's not perfect, for a major geometry change in one area effectively requires changes elsewhere - this is again why UCAs are recommended past certain lift height, and it's not for caster alone.
I would say the above is the main reason why many look down on spacers -- and for good reason -- the stock suspension just can't compensate for the geometry change and the ride becomes worse.
