Anything is better then the OE stuff. The biggest issue with OE cvs is they're generally way too dry, as many have mentioned finding theirs.
Though from our DMs I know more what you were referring to, but this is a good opportunity to have a quality conversation about what causes dry joints since there are a lot of people with this car that don't have the knowledge. Also, importantly the different configurations of CVs and how lubrication differs (so generic knowledge is not misapplied). If you have anything to add please do.
In the context of our cars. Some people have found their joint to be dry when removing it after having been in service for a period that doesn't necessarily demonstrate an issue with the original quantity, though it's certainly possible. Given the type of CV and a common issue owners face, I think there's more likely explanations.
There's a few ways CVs dry out but most typically:
Simple loss of grease from the joint. This can be from poor sealing or a failure like having the flange bolts come loose, as is common with our cars. The grease flung out in this case is the precious grease that is actually in service lubricating the joints. (Note: following is in context of our CV joints not all.) A torn boot is also bad, but typically the grease lost here was useless and doing nothing to lubricate the joint. But a torn boot allows for water contamination as well as exacerbates the following.
Next is separation and evaporation. Grease (rather the base oils) evaporate over time, and more quickly with higher temperatures. Grease also separates, again with time and temp as well as some other factors. Separated base oils are more susceptible to evaporation and leaking. Different greases are more or less susceptible and different running conditions impact the rate it occurs, but typically this is a long time scale. Grease that is outside the joint itself has no impact on the rate of this (again, our joints).
There's two typical CV joint configurations and the characteristics of grease activity is differently between them.
Non plunging joints and tripods (ours are not) typically have a boot clamped around the outside of the race. Grease migrates back and forth between portions of the boot and the CV readily. These CVs have a higher useful capacity for grease. A tear in the wrong part of the boot can cause a total loss grease.
Plunging joints typically use a flanged boot (like ours). In this configuration grease does not migrate back and forth between the boot and the CV joint. A portion of the grease initially used will immediately leave the CV joint and go into the boot, this grease is not able to return for the life of the joint and the amount in service only get reduced from there. There is comparatively a low service volume of grease. Any loss of that grease from a flange leak is a critical issue as it is a leak from the service area. Even "a little" might be 1/4 or more of the total useful volume. With a boot tear, the grease being lost is likely grease that was useless anyway. These joints even packing them to capacity is not functionally useful.
It's important to be aware of these characteristics to drive your decision making process in regular maintenance and monitoring as well as how to respond to abnormal events.