If you have a clearly defined route that you know that you can maintain compliance with the IFR on down to a certain altitude and know that you are on it; for example starting from a VOR and saying..."at so many miles from the airfield I can descend until atitude x, at which point I must accept that visual recovery will not be possible if still in IMC and divert" then I don't see any reason to do an IAP provided you maintain the IFR during descent.
However one might not have always worked a route out or due to ATC or whatever you may have ended up away from the waypoint you were going to use. Rather than scour the VFR chart for obstancles to work one out it might just be easier and safer to do an IAP to another airport and then if possible fly visually if you are unprepared or unsure.