ALMS regulations place restrictions on the amount of real time feedback and data collection that is allowed during a race. However, the rules differ when it comes to testing sessions during an event weekend.

A properly chosen tire, with the correct compound can give any team a distinct advantage over the competition. Unlike many series that race in North America that require a single tire manufacture, the ALMS is open to competition with multiple brands of tire including Falken, Dunlop and Michelin.

For a tire to work properly it must operate in a specific tempature window. Too cold and there will be minimal traction, to hot and the tire will wear quickly or structurally fail.

Attaining the correct operation temperature is done through a combination of factors. The first factor is track temperature. Unlike ambient air temperature, which remains fairly consistent, the black asphalt of a track surface will fluctuate depending on the amount of direct sunlight.

Due to this potential fluctuation in track temperature teams will take surface temperature readings in the pit and paddock during practice sessions. With practice sessions aligned with race times, teams are able to get a fairly accurate data set of what the track temperature should be at the time of the race.

The effects of track temperature on tire grip are most noticeable during long endurance races run in both day and night conditions. Teams often have to work with a compromised setup to account for the change in surface temperature or give up initial speed to finish strong at the end of a race.

A second factor that will affect tire temperature is friction generated by mechanical grip. As the tire comes in contact with the track surface friction is created. This helps the tire grip the surface and creates heat. The more grip you have the better a car will handle, but often create more heat.

Tire manufactures supply recommended tire pressures, which are set to provide traction and keep a tire in the proper temperature range. If a team runs a lower pressure the tire may produce more grip, but will also increase tire temperature, potentially leading to tire failure.

Mechanical grip is also created by the suspension geometery. Adjusting caster, camber, toe, spring and damper settings will dictate how hard a tire is pushed into the track surface. The harder a tire is pushed into the surface the more it will grip, but the faster it will wear and potentially increase lap times.

Depending on track conditions, suspension setting can be a compromise of trying to get the most grip while still being able to ride over rough surfaces. Different mixes of asphalt; concrete, maintenance and age of the racing surface are also considerations. In some extreme cases tire compounds may not be compatible with a track surface and can result in tire failure. Indy had two distinct case of this scenario, Formula One in 2005 and NASCAR in 2008.

Tire compounds are determined and supplied by the manufacture. Softer compounds provide more grip to start, but often wear quicker, while conservative compounds provide a little less grip but more even wear over the life of the tire. While non endurance series manufactures often target tire life to one tank of fuel, in the ALMS a tire that can do two stints over the duration of a race can provide a time advantage in the pits.

A final factor that affects grip and temperature is driver technique. A driver that goes hard into a corner will run a handful of quick laps but increase tire temperature. This increases wear and results in poor tire conditions late in the stint. A smooth driver will manage grip and have a more even tire temperature resulting in a better performance over the complete stint.

Combining all the above factors, the Corvette team in  ALMS has brought technology on board to further tire management. They are employing temperature sensors during practice sessions to monitor tire temperatures, which is a direct correlation of how a tire is performing.

This data is collected and analyzed illustrating the tire temperatures at each corner, brake zone and straightaway of the racing surface. Multiple sensors  spaced across each tire surface allow the team to analyze temperature across the surface of each tire.

This data helps the team to identify any potential tire failures due to excessive heat, or potential suspension adjustments needed due to one portion of a tire surface running too hot or cold compared to the rest of the surface.

After the practice sessions are complete the temperature sensors are removed and the car is put in race trim for the remainder of the weekend.