RayJohns has provides some spot on and useful information. But let me expand: The stock car has a bit over 4" of ground clearance, and if the spring rate/weight on the 458/488 are anything similar to that on the F355, the car will compress one side by a full 2" at maximum lateral acceleration (think race track with warm tires and rubbered in surface.) You want this last 2" of compressibility so that if you run over something (like a curb) the suspension can still absorb the load without upsetting the car (much). Now, let's take the same car but lowered by 1", at maximum lateral acceleration you will have only 1" of ground clearance to deal with the curb. If you hit the curb as you could with the unlowered car, the suspension will bottom out and the spring rate effectively go to infinity, tires lose traction at these kinds of spring rates and instead of having the curb launch you down track (still having ground clearance), the curb now launch you into the weeds (lack of ground clearance). Racers get away with lowered cars because they increase the spring rates*--they still don't want the bottom side of the car to hit stuff on the roads or curbs. It turns out that they increase the spring rate rather closely to the amount of lowering they perform on the car. Let us say the stock car has 4" of compression movement before bottoming (the springs, shocks, bumps, or chassis hitting the road). Now, if you want to lower the car by 1", you need springs that will give the rather similar adequate ground clearance at maximum lateral acceleration. Since the compression travel is now 3" you need springs that are 4/3 times stiffer (1.333X) and you want shocks that are 1.333X stiffer in compression to keep the suspension under control. The shocks only need to be 1.166X stiffer in rebound to control the spring as the basic weight of the wheel/tire/brakes has not changed. So you can't just find shock oil that is 1.33X more viscous, you have to address the valving on the shocks. None of this matters on the road with gentlemanly driving................ (*) and chassis torsional rates.