Dave is the better person, to explain this more in detail, and what he specifically means with it, but one issue here is, that you end up with a spring
at "end of the chain", over which you may don't have any control in terms of damping. Now if you manage to get this spring into resonanz, you can face a complete loss of control over contact patch loadings, leading to a massive, sometimes sudden reduction in grip, under certain condition ( for example in a certain (car/bike) speed range through corners).
Another issue here, is that with a spring element you always induce some lap/delay in your overal system response, and this may shifts with exitation frequencies.
In simple terms the difference in time (lag or lead) between the peak of your spring force and the peak of your damping force, in a simple mass, spring, damper system.
something along the lines of this:
Some of the challenges in a rotary damper arises from the shape of the working chamber.
In a conventional damper (cylindrical)this is normally radial symetric, and expansion/distortion due to pressure is more or less symetric as well.
In a rotation damper this, is not always/necessary the case, and giving high internal working pressures (especially in the F1 case), it is difficult to control
distortions of the body under all conditions (pressure/heat etc.).
Distortions in the housing in turn will/can lead to friction/stiction and sealing issues around the piston/vane. Whhile the damper may performs satisfying under some
conditions (load/temperature) he may don't under others, and consictency and predictability may is becoming a challenge.