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8.2.1 All components of the engine and gearbox, including clutch, differential and KERS in addition to all associated actuators must be controlled by an Electronic Control Unit (ECU) which has been manufactured by an FIA designated supplier to a specification determined by the FIA.
The ECU may only be used with FIA approved software and may only be connected to the control system wiring loom, sensors and actuators in a manner specified by the FIA.
Additional information regarding the ECU software versions and setup may be found in the Appendix to these regulations.
8.2.2 All control sensors, actuators and FIA monitoring sensors will be specified and homologated by the FIA. Details of the homologation process may be found in the Appendix to these regulations.
Each and every component of the control system will be sealed and uniquely identified and their identities tracked through their life cycle.
These components and units may not be disassembled or modified in any way and seals and identifiers must remain intact and legible.
8.2.3 The control system wiring loom connectivity must be approved by the FIA.
All wiring looms must be built to ensure that each control sensor and each control actuator connected to the ECU is electrically isolated from logging]only sensors connected to either the ECU or a team data acquisition unit.
In general, there must be no active or passive electronic component in the control loom. Exceptions (e.g. termination resistors) must be approved by the FIA before use.

If the ic part of the engine produces less power than todays unit, the extra power of the 'electric' motors can easily be controlled to a level that does not allow wheelspin, and as far as I can see, be legal.
They will have 33 seconds of 'full' ERS, but I assume it will not be a on/off choice and as with KERS controlled to required %. Even if the regs say it has to be a on/off choice, they can hardly say when it is used, so could be pulsated to go give the same effect as reduced power. So in a word, yes, I assume T/C by what ever name will be here.

When traction control was 'banned' the teams just switched off a couple of the injectors which cave the same effect by reducing the power, this and later 'engine mapping' in truth means that traction control by other names and means has been there all along.

Edit
The drivers dont need a 'light' they know when T/C is operating by feel and sound.

TC was the invention of the devil

Max Mosley worked for Volvo? Ironic that a fascist masochist would work for a safety conscious firm in a liberal country

If the ic part of the engine produces less power than todays unit, the extra power of the 'electric' motors can easily be controlled to a level that does not allow wheelspin, and as far as I can see, be legal.

To control wheelspin, it has to be an active system, you require sensors to feed their inputs into the ECU, and the FIA definitely has that covered.

Max Mosley worked for Volvo?

Kinda sort of, but not really. It would not be an active Diff in that it would not be software driven and would instead be a fully mechanical system that would have to be set up for each track according to the average max G-Load. The way I'm envisioning it, it would use a clutch-like mechanism inside the differential that would maintain constant friction until lateral loads induce a slight enough decrease of pressure, thereby reducing the amount of torque sent to the outside wheel. With something like this it would have to would be completely devoid of electronics which would mean its effectiveness would be totally reliant on setup. Too much and the car would understeer a bit and too little and it would do nothing different than the static systems we have currently.

Of course this is something that works in theory in my mind but not so sure it could be made to work as I envision, though if any group of people can make it happen it's most certainly the F1 elite!

Now if I'd only gone to engineering school instead of Graphic Arts School! Grrrr!!

9.9.1 Any system or device the design of which is capable of transferring or diverting torque from a slower to a faster rotating wheel is not permitted.

One key motivation for the FIA choosing a Standard ECU for Formula One was to prevent driver aids. Until the system was introduced, it was very difficult to police aids such as traction control and launch control. In over 15 years of supplying electronics into Formula One, McLaren Electronics has pioneered innovative security mechanisms to ensure that only approved versions of software can be used in the ECU.

It's a novel and valid concept, but sounds like the Torsen (torque sensing) differential, described as "a differential for the improvement of traction control". And unfortunately, the FIA has that covered to, under Article

This is teetering right on the limit of my technical knowledge so I may have misunderstood, but wouldn't you need to alter the programming of the ECU?

I think I did not explain what I meant, if other posts are referring to it. What I intended, was switching the 'motor/generator' between modes. (although I think this was dealt with in someone else's post)

If the motor outputs say 350-400hp at lowish revs out of a corner, 'grabbing' some of it, until there is not enough to spin the wheel will not actually be reducing engine power, just redirecting it. once the tipping point is reached, it once again becomes a motor and drives, taking the hp to what ever the tyres can handle.

If this will be allowed, is another thing.

And BTW Blinky, is it me or did you change your Avatar twice the last few days?

If you just constructed the engine lump to put out inferior power at low revs, it would be passed by everyone, even a 2 year old HRT. So you just have to build in lots of juicy power. The trick with traction control is to sense exactly when wheelspin is beginning, and then temporarily restrict engine power levels.

If you have the MGU in harvest mode to further dampen engine output, it has to know when and where to do that, and that requires some form of sensor input into the ECU. There's just no way around it, everything has to go through the ECU. Most fans do not see what happens behind the scenes, but the FIA inspectors are very busy, they go everywhere, examine everything, and miss nothing. They may not understand (at that moment) exactly what any component is doing, but they feed their questions to technical experts and they do get to the bottom of it.