Tires provide the only point of contact between the car and the road. The safety of the driver, passenger depends on the contact patch between the tire and the road, a mere 81 2"x10" size of rubber is in contact with the road which lets us control the movement of the car on road. Now that we’ve understood the importance of the tire and contact patch, it is a necessity to determine the forces and moments generated on these tires at a different spectrum of speeds. This type of test data helps the tire manufacturers and vehicle manufacturers to decide which tires to select depending on the purpose of the car. For example:- A hatchback car, with a capacity of carrying five passengers is not supposed to go hard on corners, neither the tires on the car are supposed to give a high cornering stiffness, accordingly a tire which generates vast amounts of lateral force at low slip angles is not the best fit for the example car. The question now arises that how do we determine the magnitude of the forces which are generated in the tires (about the three axes and corresponding moments). The obvious answer to that question is, tire force and moment machine, there are basically two types of Tire Force and Moment testing machines available in the market namely:- Flat track machine and road wheel machines. The difference between the two type of machine are apparent from their names, flat track machine uses a flat belt to simulate road conditions and road wheel machine employs a huge road-wheel covered by safety walk for the same purpose. However, the two machines have shortcomings of their own, a flat track machine usually is accompanied by the problem of belt floating thereby affecting the data acquired, whereas the road wheel machine is suspected for not properly, creating a road because of curvature of the road wheel. At UNCC motorsports facility we’ve been working on the development of data iv acquisition system for the calibration of the load cell of the machine present inside the hub. This was a specially challenging task because the load cells cannot be taken out from the hub also the number and locations of the load cell were unknown due to the absence of proper documentation. This restriction forced us to manufacture a calibration fixture which allowed us to apply know load on the hub and then uses it for calibration of load cell present inside the hub. A part of the calibration fixture was to attach a reference load cell which had to be calibrated to yield out readings in pounds as well.