the VORs andADF are not used to monitor the SID or STAR. The ILS and LCTR are typically tuned before top of descent, so if the FMC screws up, there is no way to spot it.
You can always do the ILS frequency on STANDBY in NAV 1 & NAV 2 until switching them over when approaching the requirement or being vectored on approach, meanwhile using two suitable NAVAIDS to monitor your raw data position during STAR.
Remember that before TOD you are required to check your FMC position integrity before accepting blindly that you do not need to tune any aids and monitor the magenta line. So simplest solution to ensure nothing's drifted too far out of place: use POS on smallest scale of ND and you can SEE the GPS and FMC locations plotted against aircraft symbol, thus showing if any have a large discrepancy...
Personally, I leave the navigations aids for STAR tuned and updated throughout until we are taken off the STAR by ATC for vectors to an ILS, or if on a procedural approach, on an intercept track/course for intercepting localiser, split setup on naiads until established if needed (I can think of a number of routes in our network requiring this technique)