Yes, I realize that people are generally not looking down at the dash when they are trying to avoid losing control of the car, they are instead looking out ahead at the road trying to use what little muscle memory they can muster to make the car do what they want it to (stay on the road) while under somewhat of a panic. But yes, I do know that it cuts power to regen, because under severe conditions you can visually see the green bar fluctuating even though you may have your foot completely off the peddle. And under less than severe situations you can still feel those minor adjustments, even if the response time of the display is unable to keep up. This was why I suggested to go purposefully make TC and ESC kick in either under breaking or just regen under a somewhat safe location (open parking lot, straight wide road with no traffic) and watch what happens from the dash. You will see that just as the car controls acceleration under slippery conditions, it controls deceleration in the same way. That is, it will cut power (stop regen) until it can detect appropriate traction to try and pull the car under control again. There is a road course that everyone takes their cars to, I believe it is a giant frozen lake in Norway or some such... wherever it is, it is *the* place to test your car's winter performance, and it is where Tesla took their car to tune it for winter. Normally a manufacturer has to make multiple visits because they test a configuration, take it back to the shop make some adjustments, and then set out again to test it. Tesla on the other hand was able to fit, from start to finish, the entire process into one visit at the lake. This is because the mechanical part of the car is very basic as compared to an ICE. Electricity is pulled from the pack, through the inverter, and into the motor (or the opposite when under regen) which can be controlled as a 1 Amp draw all the way up to a 1500 Amp draw (on a Ludicrous enabled Tesla) at ~480V (the volts fluctuate depending on the state of charge on the pack but not by enough to matter as it relates to this). The result is the ability to direct very fine tuned power draws from the pack of under 1kW all the way up to a maximum of 400kW all within milliseconds. This then translates into mechanical motion that is coming off the motor, into a fixed speed gear box, into the axle that spins the wheels. Everything from that point is controlled with electric motors wired into the computers of the car, and you can adjust the programming of that computer on the fly. In the same way that you cannot detect latency between your mouse movements and keyboard strokes on a PC, is the same thing that is happening on the car level. It will adjust the spin the each wheel to control the traction of the wheels and their contact with the ground. Some of these adjustments are happening so quickly that the dash LCD doesn't have a quick enough response time to even light up the TC on the dash, but you can feel the wheels, motion, peddles, and steering wheel and know that things are happening. Let that sink in for a moment. Things are happening so quickly, that even when you FEEL it happening you can't SEE it happening because it is happening quicker than what the car can send a signal to the dash telling it to turn on the TC and it showing up. That light going off is likely tied to a measly 50 or 100ms response, and yet the car is doing things within that window that can be felt, but not seen. This is why everyone praises the RWD handling of the car, most suggesting that it responds better than some AWD ICE cars that are on the market. And of course an AWD Dual Motor Tesla can go toe to toe with the best of the best on the market like Subaru (I would love to see a rally spec'd Tesla cause I have a feeling it would rock the socks off a Subaru).