Most systems, like the racelogic system, offer some advanced features including adjustable slip (i.e., degree of oversteer), launch control and full throttle shift. Those cars that fit two-piece rotors can also count the back of the rotor fixing bolts for more resolution than is available just counting the back of the wheel studs. The typical approach for the SL-C is to install the dedicated Hall Effect sensors from Racelogic (part# TCWSSSET) to read the back of the wheel studs on the fronts, and get a custom "cog" from The Driveshaft Shop to press fit over the half shafts on the rears for the rear sensors. You can have a different number of pulses per revolution between the front and rear wheels in some cases like Racelogic, but in most cases, both front wheels must have the same number of pulses and both rear wheels must have the same number of pulses. The method used to locate and trigger the wheel speed sensors is absolutely critical.
The traction control system will have a minimum and maximum number of pulses per wheel revolution with the higher number always being more granular, and preferred. For example, the Racelogic unit supports 4 to 80 pulses per wheel revolution. At a minimum, any serious TC system will require that you fit four wheel speed sensors which typically involves fabricating brackets and adjusting the sensor gap to the rotating object from which wheel speed will be captured. Whichever TC system you select, the SL-C will need wheel sensors. Your right foot is never as fast as the engine controller! So traction control for the SL-C is generally a Very Good Idea. It only takes one lurid slide on a damp corner (or a dry one, with leaves on it) to wipe out a corner of the car, or worse. If even the best pro drivers want traction control on their race cars, it's clear that it makes sense for SL-Cs, even those driven on the street.
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