A minor geometrical point, that has negligable effect....nevertheless, for precision:
More camber = wider track width, (almost) always.
Using offset bushing pulls the TOP of the tire in, yes. But, the tire (wheel, hub, spindle assembly) pivots around the lower spindle mount in the LCA. So, the bottom of the tire actually moves outboard (like a see-saw). Now, if you install the bushing such that the UCA is maximally inboard, then you will likely have to change the LCA cam bolts to REMOVE some camber. This will pull the LCA spindle mount inboard also, which will result in a more narrow track width...in some cases. So, -3.5* with offset bushings (maximally inboard) will have a more narrow track. But, -5.0* lilkely has a wider track, regardless.
With the ELBJ, however, track width doesn't change for the same camber. Yes, the ELBJ pushes the spindle mount outboard, which will widen the track...but that also results in maximal camber (eg, -5.0*). BUT because the UCA (more precisly the UCA spindle mount (upper ball joint) hasn't moved, in order to get the same camber (eg. -3.5*) you have to move the LCA CAM adjustments inboard, by the added length of the ELBJ (if the ELBJ is 2mm longer than stock, then the LCA cams must be adjusted to remove the 2mm). So, you have the exact same spindle geometry as with the stock LBJ with respect to the centerline of the car. Thus with the ELBJ you are just moving the adjustment cams away from their maxxed out adjustments, but the distance from LCA pickup-axis to lower-spindle-mount remains unchanged.
All these bets are off, if the subframe is bent. Usually that means that the LCA/UCA mount points have moved inboard. If the LCA has moved, then the cam adjustments will just put the spindle back where it was supposed to be (at best), in which case track width again remains unchanged. If the UCA mount points moved inboard, then track width at the same camber will be slightly narrower (same as the offset bushings case above).