I'm not sure staggered pad config is right thing to do (unless required by heavy one-end biased aero downforce or staggered tire choice (which has drawbacks of it's own)).
Meanwhile i had gave up on getting one pad for everything and started switching between dd/track pads. Even w/o good mechanic skills and doing slowly w/o haste it takes ~ 2h for me to change all four. Imho acceptable/quick enough. Just that i had to invest slightly in tooling (hydraulic jack/jack stands/wireless torque wrench/ratcheting wrench set/dynamometric wrench for lugnuts/caliper piston spreader) to ease/quicken process, but some may have tools already, and tools can be used for DIY maintenance for years and on future cars aswell and also for other maintenance jobs then pad switch, so imho that one time purchase is not that killing, and one can get by with lesser/cheaper toolset, eg. just better then OE emergency scissor jack and single 14mm wrench.
Prior joining those that switch specialized pad sets i also tried different pads to get somewhat universal pad that more or less should work for both DD & occasional track day .. but all had some drawback i was not too keen to stick with. CSG C1 pads (for stock calipers) indeed were closest to universal, as in they worked well & consistent both in DD on cold brakes & when rotors were blazing hot red
, had very good modulation, and there was no or little squeal with them in DD, so if DD noise is only requirement, they should do .. but they also dusted like mad and were wearing at increased rate when used for DD (on probably unbedded properly rotors due light braking), got a bit tired from that frequent washing of wheels & wearing down expensive pads for DD seemed waste, so finally moved up to switching pad sets, while still using C1 pads for track due their modulation feel and consistency across wide temp range (and actually relatively reduced wear on track vs few other pads).