I thought this looked familiar, lol, cross-posted to another Hyundai forum.
Though for this particular thread... let's keep in mind that you hear about DCT failures and problems on Tucsons... but not on any other vehicle. And most of that was resolved through ECU reprogramming. Thing is with a DCT, and any vehicle with an actual clutch disc... once you start roasting and overheating it a few times, it's toast. No matter how much reprogramming you have to do, once you're starting to burn it up, it'll slip more and more until it's just done. So whole-unit replacements are for those who already are having problems. There's inherent cons about dry-clutch setups, but there's also debate regarding the fact that the Tucscon weighs a couple hundred pounds more than even the heaviest Elantra GT. The earlier DCT in the Velosters (the original 6-DCT for example) all the way back as far as 2012, had driveability issues and frustrations, but not a ton of outright failures. Or I highly doubt Hyundai would continue making DCTs.
Most people who are relatively experienced and don't beat on their cars, can run their vehicles up and past 150k on the original clutch. Of all the manual trans vehicles I've owned, I only nearly killed one clutch. And that was my second car, bought used with 45K miles, and was what I learned to drive a manual trans with. The original owner said it's only the second manual trans vehicle he's ever owned. I sold it with a slipping clutch, but it would still hold if I didn't rev it past 3K or so. I had nearly 90K when I sold it in the mid-90s. Pretty good for having two amateur owners.
Again, if it's going to worry you, then don't bother buying one. Buy the 6-speed manual, or just go with a different vehicle entirely without a DCT (though Honda's oil dilution issues in their Earth Dreams engines, and all-over-the-place reliability of CVTs, especially with Nissans, gives one pause as well)