http://www.edmunds.com/insideline/do/Drives/FullTests/articleId=144432?tid=edmunds.il.home.photopanel..1#24
The 2009 Nissan GT-R SpecV takes off instantly with virtually no tire spin, and the car catapults to 60 mph from a standstill in 3.7 seconds (3.3 seconds with 1 foot of rollout), while the quarter-mile flies by in 11.5 seconds at 124.2 mph. This compares with our recent retest of our long-term GT-R with its new Nissan-mandated recalibrated VDC switched on, which gets to 60 mph from a standstill in 3.6 seconds (3.4 seconds with 1 foot of rollout) and makes its pass through the quarter-mile in 11.7 seconds at 118.5 mph.
We're impressed. This is a different testing venue than we have in the U.S. (not to mention a different test driver), but once the proper weather correction factors are taken into account, the SpecV appears to be running with the 2009 Chevrolet Corvette ZR1. The supercharged 638-hp ZR1 does zero to 60 mph in 3.8 seconds (3.5 seconds with 1 foot of rollout) and gets through the quarter-mile in 11.5 seconds at 128.3 mph.
Driving the Cones
Yet we expect to be even more impressed by the SpecV's performance in the slalom. This new suspension setup has been optimized by the Nissan engineers for a preferred mix of street and track capability, and the Bilstein dampers are not adjustable.
These tires might look like standard 20-inch Bridgestone Potenza RE070Rs, but they're not. To withstand the extreme braking produced by the SpecV's brake setup with its carbon-ceramic rotors and Brembo callipers (six-piston units in front and four-piston items in the rear), Mizuno asked Bridgestone to add rigidity to the sidewalls and shoulders and then to produce a tread pattern that puts more rubber in contact with the road (which sounds to us somewhat like the Dunlop SP Sport tire on the standard GT-R).
There's a titanic amount of grip. On the skid pad at Tochigi, we get 1.12g, a sensational improvement over the stock all-wheel-drive GT-R's 0.93g. This performance also edges the Corvette ZR1, which we've measured at 1.06g.
Pushing the all-wheel-drive SpecV through the slalom, we immediately notice just how much more composed this GT-R is at speed. There's no understeer and the steering is alive with more feedback from the tires than ever before. Unfortunately there are issues with our data-logging technique, but help from some VBOX experts in Japan seems to peg our speed at 74.7 mph, almost 1 mph faster than our long-term GT-R with its Bridgestone Potenza RE070R tires. This also puts the SpecV on par with the Corvette ZR1.
When it comes to braking from 60 mph, though, we're unable to crack 106 feet. We might not be putting enough heat into the carbon-ceramic rotors, although a stop from this speed is also largely a matter of tires, not brakes. Or maybe the problem is dust on the asphalt. Who knows?
At Last, We Really Drive
Mizuno next points us in the direction of the winding test track at the back of the facility. We do our first lap of Nissan's 2-mile course at about 80 percent of the SpecV's potential just to warm up the brakes. The next lap we open the throttle more and leave our braking later, diving deeper and deeper into each successive corner. And the SpecV just keeps delivering, inviting us even deeper into the turns.
Nothing can really prepare you for the galactic braking force from carbon-ceramic brakes used to full effectiveness from high speed. We were told that up to 2 Gs of deceleration are being generated under full braking from 150 mph. Yes, it feels that brutal as your body slumps forward irresistibly when you hammer the brake pedal, like braking in a GT racing car. But the SpecV remains stable even under such extreme deceleration, lending you an eerie sense of calm even as the corner rushes toward you. You almost feel as though you are coming out of cinematic hyperspace, as the blurred scenery slows down and comes into focus. The only downside is that when the time comes to replace the rotors and pads, you'd better have $50,000 in your back pocket.
As we exited yet another corner at Nissan's Tochigi test track, we flicked the switch on the steering wheel that engages the high-gear boost control, just to see what all the fuss is about. The switch gives you an extra 14 lb-ft of torque between 3,500 and 5,000 rpm for 80 seconds. "Just enough for a half lap of a racetrack like Fuji International Speedway," explains Mizuno.
I can't imagine what would the turbo do with PDK 
