It's OBDII code number 4. OBD-II PIDs - Wikipedia
I'm not sure where people get the idea that ICE vehicles can't quickly modulate engine power. They're turning at 1000's of rpm and can control the ignition timing of every spark. Keeping a giant engine idling smoothly is a very tricky problem because the load is so small!
I didn't address how quickly a motor can modulate power (but I will), I spoke to the ability to measure the load accurately, even at very small levels of load such as you might find on ice with a thin layer of water on top.
The link you provided doesn't address the resolution of the torque values. Also, be aware that while modern ICE engines computerized control will reference a torque request value (throttle position sensor) and a torque produced value. The torque produced is very crude. It is a value calculated from the amount of fuel injected, the rpm of the engine, the throttle position sensor, the air mass meter, etc. etc. While there are different fuel injection control systems, and they work somewhat differently, they all have one thing in common, they are simply calculating the approx. torque produced and, especially at very low torque values, it becomes very imprecise. It often doesn't know if the actual torque is slightly positive (slight acceleration force) or slightly negative (slight engine braking). This is only one of the problems with ICE engine control on slippery surfaces.
In contrast, an electric motor has very precise and fast torque feedback and the motor, being lighter and without a bunch of reciprocating pistons, flywheel, etc, can change it's torque much more quickly and with much greater precision. The problem is once a wheel starts slipping because it's being driven too hard, the rpm's of the engine and transmission is higher than ideal for the vehicle speed and these components have an incredible amount of rotational momentum that continues to drive the wheels faster than desired even if the engine control unit cuts power to the engine. The EV motor is much lighter and therefore does not overdrive the slipping wheel for as long after the power is cut. So not only can the electric motor control the torque much more accurately at very low torque values, it also reacts more quickly due to the greatly reduced rotational inertia within the drivetrain.
The weight of an ICE engines crank, flywheel, accessory pulleys, transmission shafts and gears, etc, etc, etc all adds up to a turning mass that is much greater than the wheels they are driving. At low loads, such as on wet ice, all that mass means it's not as responsive to fine control of the traction control. It's far from ideal.
I can't for the life of me understand why you can't see this.