I like a variety of both manuals and autos in different vehicles and situations, and I consider this one of the more difficult and nuanced transmission questions. Not the specifically asked basic question to which I say - Yes it is an automatic transmission, and yes it can be shifted using the paddles on either side of the steering wheel in an up/down sort of sequential shifting setup. It is the only automatic configuration that could potentially offer you driving enjoyment and precision shift/rpm control similar to the experience of a manual.

What’s complicated and difficult about it is deciding how it ranks amongst all other transmissions, and more importantly how it ranks for you amongst all transmissions you’re willing or able to consider.

Theoretically the dct should sit right near the top for all scenarios, and be the unquestionably superior option for consumer vehicle automatic transmission designs. I suppose technically that is true, but only because of the examples found bolted to a Lamborghini, Ferrari, Mclaren, 911, ford gt, nsx, or most memorably (to me at least) the GTR. At ~$120k the GTR is the most affordable car in this category. 33% of that price tag was originally said to be due to the $40k dct.

An oem replacement is $20k-27k now, and the vehicle’s msrp is also up $10k-30k from when I read that “1/3 of total cost claim”, but you get the point. You can’t buy an entry level vehicle with a god tier transmission at a reasonable price, unless there are some kind of significant tradeoffs involved that make it possible.

Software/programming is a huge part of the equation, and there are at least 3-4 well regarded piggyback tuning modules that aside from offering a substantial engine/turbo performance boost, also provide transmission launch control features, shift point/“strength” adjustments, minimize “gear hunting/premature shifting”, and increase durability by avoiding most high stress unnecessary shifts but instead maintaining secure clamping forces during higher torque transfer conditions.

They stopped making the veloster in ‘22, so warranty is off the table. Clutches are an exhaustible service item, even though the dct clutches should last longer than the average manual. You will want to bring a driver with at least basic mechanical knowledge and experience with manual transmissions if not dct’s specifically for a thorough test drive. Shuddering, slipping, and hard to recognize rpm inconsistencies can indicate the condition of the clutch plates, but it might be hard to notice/recognize for someone who has never burned out a clutch. Replacement clutches, installation, and calibration should cost $2k-3k, and you’ll probably never need to replace them again unless you are constantly doing hard 0-60mph launches, or you plan on adding 50+hp to the motor, and driving it hard.

I say it’s perfect for someone unwilling to drive a manual, and who plans to share it with someone that prefers a manual. I strongly dislike fwd, and consider the existence of open differentials offensive, but it has a “e-Lsd” which feels like a 50/50 mix of fraud/insult, but it will offer basically the same capabilities as 95% of the “faux-by-fours” marketed as “awd” these days. The vast majority of automatics are objectively inferior cvt’s, and if you’re looking at a vehicle outside of warranty, the cvt is a far greater financial risk.

The only automatics I’d consider comparable or moderately better options in a somewhat similar price range are those conventional torque converter designs in various large trucks and SUVs with part time 4wd, or certain Mazdas. The engineering of an auto that can handle meaningful towing capabilities imposes significantly more demanding requirements, and Mazda simply because they focused their r&d funding into improving/optimizing the traditional automatic designs while most competitors blew all their cash on the magic beans that cvt’s represent.