DSG transmissions are more complex than normal gearboxes and hence, heavier, more expensive and more prone to failure. Ferrari's quickshift Generation II is faster, anyway. Normal single train gearboxes will soon reach this point in consumer level vehicles.
As far as clutch modulation, some cars have great clutches, some don't. If you've ever driven a second generation Viper GTS Coupe (the old 8.0L), you probably have monstrous left quads because the clutch pedal in that sucker is like a freaking leg press machine. The clutch bearing forces required to retain engagement in high torque bearing drivetrains simply requires very very stiff springs.
The GD generation WRX STi's have monstrous clutches too, and very mechanically engaging shifters. You can easily miss shifts, especially when the gearbox is cold. Aluminum shift knobs do not help. Luckily the dogclutches have triple cone synchronization in forward gears 2 and 3, and doubles in all the rest.
While one does have more control, if you are talking about a high displacement engine, one must be careful performing downshifts and use the brakes to settle the car. If not (since no car to my knowledge come factory with a back-torque limiter nor are they available as aftermarket parts), you can very easily lock up the wheels and lose control in low traction conditions. Large displacement engines create enormous throttle braking when running engaged and closed throttle at high engine speeds. Low traction situations also don't necessarily mean rain, ice or snow - cornering or moving through undulating and vertical transitions along your path can greatly reduce grip.
This requires heel-toe downshifting, a skill a doubt very few people (in general, not just here) possess because of the difficult involved in coordinated the right foot to blip the throttle and smoothly brake the car as you approach your corner. I cannot do it very smoothly, but it's a bit easier on say, a bike.
Here's a video of skill that I could only hope to learn one day:
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