The Copper-Berilium valve seat do not only have a great heat transfer coefficient material-wise but also have better valve bounce calm property then most of the steel alloys, which may can make a slight difference at very high seating speeds.
Once I calculated the contact force of the spring force driven roller finger follower and the cam lobe I saw how sensitive it is regarding acceleration and even to acceleration changes, reflecting the 3rd deviation of the valve lift over time. Cam design and design of alternation of load as well as combustion design process should walk hand in hand for an improved output. SW-wise I didn't approach it for now, as it is very complex if you go into an abstraction of the spring damper system of the valvetrain, while the kinematic is easy stuff, the dynamic stuff is challenging but necessary to build it up right once you design the cam. From a standpoint of alternation of load and combustion process design cam demand specification is quite easy, just a collection and synthesis of polynomial functions (2nd, 3rd, 4th and 5th if necessary). But the link to the cam design is a long way to go. Buying a SW package to that is quite expensive. G.P. Blair and Associates did some nice, but too expensive for me as long as I find cams in the aftermarket for my purpose.