With uprated camshafts, which will accelerate the valve much quicker than a standard cam, either uprated or additional springs will be used to control the valve. There are several situations where this is critical.
If the acceleration of the valve off its seat is too harsh, a situation called ‘valve float’ can occur, where the valve bounces off the cam lobe and therefore opens sooner or further than it should. This can cause the problems with the valve-to-open piston clearance, as it can effectively open too early and hit the piston.
Admittedly this tends to happen with very aggressive cam profiles or very high speeds. The solution adapted for the formula 1, arguably the ultimate engines, was to replace coil springs with air versions. It was this step that allowed F1 engine speeds to climb from around 16000rpm to the 20,000rpm that they are now capable of hitting.
This pressure then acts as the spring force to hold the valve against the cam and close it. As the system is based on air, there is negligible mechanical force and hence, and no nasty resonance. The valves are therefore under much better control.