How rough they are is dependent on programming. The Getrag DCT I had in my BMW was amazing and beat the ZF-8 on crispiness, speed, and weight.

Where the ZF-8 wins is stop & go traffic. The DCT will do its very best to minimize slip, where the ZF-8 just doesn't lock up the lock-up clutch.

But once you're moving the DCT was butter smooth, with selectable engagement speed.

Oh man, how do I tell if this is why I think my Lexus needs transmission work? At speed I don't even notice the transmission, but even 15% throttle off the line its like its missing shifts or something!

My Ford did this and it was a bad coilpack every time, but I have no other issues like that. I'll have to see if mine is DCT?

My car does not have DCT. so it just has a wack transmission!

As long as you're stock or just doing some bolt ons and an E85/FF tune, the DCT is fine. If you're doing big power upgades, you will need to throw in a shep trans kit or something else, but you're gonna need forged con rods before that - you'll bend rods on a stock motor before you'll break the stock DCT.

It's also butter smooth compared to contemporary peer DCTs, like the getrag box that was thrown in the Ferrari 458 and AMG GT, though I personally prefer the feel of being kicked back into your seat at full throttle + highway speeds from the getrag box. It's fun, but not quite as punishing as a hard launch in a Model S Plaid, which feels more like the car is trying to relocate your kidneys to about 3 feet behind you.

The one exception to the smoothness of Nissan's DCT is slow right hand turns in 1st or 2nd. It seems to not want to upshift as quickly as you'd think it ought to in that situation more often than I would've preferred. But that's more of a minor QoL thing than a real problem, IMO.

A much bigger problem with the R35 is that if it ever gets towed without a flatbed (i.e. rear wheels on road), you grenade most of the drivetrain (including the DCT), and that's like $20k+ in parts before you even start counting labor.