Pretty much. Explaination so everybody understands:

You need the seat pressure to be higher because with 20psi of boost on the backside of the intake valve you have now a force trying to constantly open the valves. More boost = more seat pressure. This becomes an issue at high boost levels 40psi and greater.
Simplified way of looking at it. Imagine the valve as a flat disk with an area 1^2in. (not real size, this size makes the math easy). With 25 psi of boost acting on it you now have 25 lbs of force trying to open the valve. Now if the valve spring offers 50 lbs of seat pressure N/A it now only has 25lbs of seat pressure under boost. If boost is raised to 40 psi on the same setup you will likely float the valve due to boost pressure and rpm causing an extreme power loss and possibly bent valves depending on cam and valve head size.

Now in actuality a valve really doesn't act like a flat disk due to the shape of the stem and slope to the head but hopefully the flat disk analogy made the concept easier to understand.

Now the higher the seat pressure the wear the valvetrain is going to have. This most effects cams and rocker arm pads. So you have to do a trade off.

A setup I'd consider for a motor that starts out na for a while and moves to boost is the omnipower which offers a low seat pressure of 55lbs and handles a lift of 14mm. This will work out great n/a and once you go turbo most cams only run lift in the range of 11.5mm to 12mm so you have 2mm worth of shim you can add to raise seat pressure. I'm going to try this on a motor soon inder the same n/a going turbo in the future motors. You do need a spring tester and a tool to measure install height to do this correctly though.

As far as cams for turbo I'm leaning more towards moderate lift moderate duration on high rpm motors right now. Seen better results than high lift and low duration.