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5.5 Power unit torque demand :
5.5.1 The only means by which the driver may control acceleration torque to the driven wheels is via a single chassis mounted foot (accelerator) pedal.
5.5.2 Designs which allow specific points along the accelerator pedal travel range to be identified by the driver or assist him to hold a position are not permitted.
2015 F1 Technical Regulations 24/89 3 December 2014
© 2014 Fédération Internationale de l’Automobile
5.5.3 The accelerator pedal shaping map in the ECU may only be linked to the type of the tyres fitted to the car : one map for use with dry-weather tyres and one map for use with intermediate or wet-weather tyres.
5.5.4 At any given engine speed the driver torque demand map must be monotonically increasing for an increase in accelerator pedal position.
5.5.5 At any given accelerator pedal position and above 4,000rpm, the driver torque demand map must not have a gradient of less than – (minus) 0.045Nm/rpm.
5.6.7 Homologated sensors must be fitted which measure the torque generated at the power unit output shaft and the torques supplied to each driveshaft. These signals must be provided to the ECU.

Abarth wrote:Not allowed.

You have to adopt a monotonically raising torque with increasing torque demand, and cannot shape it according to the actual used gear (which would be mandatory to map the PU, in fact limiting the torque in the lower gears) . These are the main articles in the regulations:

5.5 Power unit torque demand :
5.5.1 The only means by which the driver may control acceleration torque to the driven wheels is via a single chassis mounted foot (accelerator) pedal.
5.5.2 Designs which allow specific points along the accelerator pedal travel range to be identified by the driver or assist him to hold a position are not permitted.
2015 F1 Technical Regulations 24/89 3 December 2014
© 2014 Fédération Internationale de l’Automobile
5.5.3 The accelerator pedal shaping map in the ECU may only be linked to the type of the tyres fitted to the car : one map for use with dry-weather tyres and one map for use with intermediate or wet-weather tyres.
5.5.4 At any given engine speed the driver torque demand map must be monotonically increasing for an increase in accelerator pedal position.
5.5.5 At any given accelerator pedal position and above 4,000rpm, the driver torque demand map must not have a gradient of less than – (minus) 0.045Nm/rpm.
5.6.7 Homologated sensors must be fitted which measure the torque generated at the power unit output shaft and the torques supplied to each driveshaft. These signals must be provided to the ECU.

5.5.5 forbids an intrinsic traction control, in case the driver doesn't alter pedal position (=torque demand) and the engine speed raises.

The torque at PU is always with MGU-K.

godlameroso wrote:[[...]
So torque is measured at the transmission not at the crankshaft, [...]

godlameroso wrote:It says output shaft, the engine doesn't have an output shaft other than the crankshaft, and the clutch is splined to the transmission input shaft. I think the FIA would have said crankshaft if that's what they meant, typically we think of the transmission output shaft, as the output shaft. The gear ratios change the torque transmitted to the axle shafts anyway. The output shaft and driveshaft torque however should be equal.

godlameroso wrote:Since when is power unit just the ICE?

Abarth wrote:Not allowed.

You have to adopt a monotonically raising torque with increasing torque demand, and cannot shape it according to the actual used gear (which would be mandatory to map the PU, in fact limiting the torque in the lower gears) .
......snip.....edit out.....
5.5.5 forbids an intrinsic traction control, in case the driver doesn't alter pedal position (=torque demand) and the engine speed raises.