As you lower your car's ride height, you lower its roll center by a greater amount than yo
Another unwanted effect of lowering a car too aggressively is bumpsteer. The simplest definition of bumpsteer is the wheel's tendency to steer or change direction when encountering a bump. This happens because as a wheel hits a bump its shocks/springs compress and its suspension geometry changes as the wheel travels upward over the bump, resulting in changes to wheel alignment and the sensation of the car trying to change direction.
It's not difficult to locate the steering tie rods so that there's no issue with bumpsteer, but most automakers have to compromise on this due to packaging constraints associated with locating the steering rack. Most unmodified cars experience only minor bumpsteer, but as you lower a car's ride height its tendency to bumpsteer becomes amplified by the changed angle of the tie rods relative to the steering rack and lower control arms. On aggressively lowered cars, the effects of bumpsteer make for an evil handling machine, one that feels like it's constantly trying to change directions unpredictably as it encounters bumps in the road. It's a very unsettling feeling as a driver and one that has no doubt left more than a few wannabe hellaflushers scratching their heads.
Adjustable tie rod ends allow you to set their angle back to stock, eliminating any bumpst
Adding to the sensation that your dumped and stanced ride has a mind of its own is the extra steering effort and steering kickback that comes with a more aggressively offset wheel/tire package. A wider track reduces weight transfer (and a wider contact patch should improve cornering power), but changes to steering geometry will reduce steering feel and produce unwanted kickback through the steering wheel. This is because, as all you old Sport Compact Car readers will remember from Dave Coleman's Technobabble column, increasing wheel offset changes the distance from the wheel center to the point where the steering axis intersects with the ground, a point Coleman quite humorously named the Dave Point. You can go to a wider wheel and tire with OE offset and not upset steering geometry because the Dave Point remains at or near the center of the contact patch (its ideal location, though in most cases it's slightly inboard and to the front due to design constraints), but the more aggressively you change wheel offset and stretch/widen the contact patch, the more you increase scrub radius and move the Dave Point away from the center of the contact patch, resulting in reduced steering feel and increasing steering kickback.
The good news is that there are ways to address many of the unwanted side effects of a hellaflush stance. Roll center and bumpsteer adjusters are widely available and can help reduce unwanted changes to suspension geometry as you lower your ride. Increased spring rates, high-quality short stroke dampers and stiffer antisway bars can also help keep your oil pan off the ground when encountering bumps and reduce body roll and the likelihood of the tires attacking the fender lips. And going with a wider wheel to fill up the wheelwells, rather than a more aggressively offset wheel, can help keep the Dave Point closer to home.
Ultimately, you'll be making some sacrifices in the name of style if you really want to explore the limit of hellaflush wheel fitment and ride height, but with a bit of effort to correct suspension and steering geometry you can have a car that isn't going to try to kill you every time you hit a bump or dodge a pothole.