Some of this is market conditions. I don't think there are more then a couple dozen F8's touring the world while thousands upon thousands spend there whole life in well developed countries. Simply put, there aren't that many F8's suffering from the lack of a knock sensor and it is quite possible that the bad press for the few that do and the fewer still that get low enough octane fuel to knock and the smaller yet percentage of those that are piloted by a rider that doesn't recognize knock and take appropriate actions to prevent failing the engine. Bad press is probably cheaper then installing a knock control system on all F8's made. Personally from a position of relative ignorance I firmly believe that BMW should come out with an F800 GSA that has stronger wheels, better suspension, a tougher fuel pump, bigger alternator, bigger fuel tank, and knock sensors. There are 3 types of knock detection on gasoline induction engines. 1: Spark creation sensing. The higher ambient pressure is, the more voltage it takes to create a spark through a given electrode gap. This type of knock detection can only detect massive detonation and usually is allowed very limited timing control as it is very prone to false alarm from aging wet or fouled spark plugs. There is a rumor that the K7 platform DOES use this form of knock detection. I personally have been told by an FSE that the F8 DOES have this system and also told by a German engineer that it does NOT. If the F8 does have this system, keeping the spark plugs new and not fouled will improve this systems limited function. If the bike is runing rich, spark will flash over the carbon on the plug and never trigger knock detection. If the electrode gap is allowed to increase, the system can't sense the difference between knock and what it takes to fire the worn plugs and disables itself. 2: Narrow band pizeo resonance sensors. This is the common system and what the R1200 uses. (A): A tuned pizeo is used as a knock sensor and is mounted fore and aft along the cylinders on 1 or more bosses on the motor. Since we only have 2 cylinders on 360 degree combustion cycles, one sensor would do just fine and there is an unused boss on the rear of the motor that is perfectly placed, almost as if BMW was considering adding this feature. Pizeos are tuned by how tightly they are torqued but the torque has to be precise for the knock sensor to work well, much more precise then the crap guns Germany uses to assemble the rest of the bike, so more time in production with a single item torqued with a strain gauge or at the least a well calibrated torque wrench which is what they use on the R1200GS. (B): You need a cam position sensor to tell you which cylinder is on the compression stroke when knock occurs. No problem, we have one of those on the F800. (C): You need a HIGH resolution crank position encoder to know EXACTLY where the piston is when knock occurs and it needs to be high resolution to see changes in acceleration of the crank to ferret out knock from a rock impacting the case. The R1200 uses the starter ring gear. We don't have a starter ring gear, we have a cheaper, lighter, more robust sprag clutch, so BMW would have to add more encoding notches in the flywheel and use a more expensive position sensor to see it. (D): A lot of simulation time to find knock patterns AND develop a response algorithm that meets demands while, and this is the hard part, still passing many markets super strict emissions standards. (E): A larger and more robust catalyst to cope with carbon loading during late stage knock control without plugging up or passing excessive emissions to the environment. 3: Wide band knock sensors. These are great, but you aren't going to see them on motorcycles anytime soon. Only 3 manufactures have the capability of designing these systems and they charge a pretty penny to license their technology. There are 4 types of detonation inception. 1: spontaneous ignition induced by a non homogenous mixture. 2: Compression ignition induced by high combustion chamber temperatures. 3: Auto ignition induced by after glow. 4: pre-ignition produced by the presence of combustion as mixture is inducted. Here is an effective knock control algorithm I had a very small hand in developing. (actually I was just involved in figuring out why the damn system was triggering early on some engines) Knock occurring between 15 degrees before and after desired ignition. On next cycle retard ignition 5 degrees, if not present next cycle, go forward 5, repeated, if keeps occurring at forward position, write retard into long term map but check occasionally if it is still there forward. If 5 back doesn't do it on 3 consecutive cycles, retard 8, repeat as above but if present 4 consecutive cycles, retard 15 degrees. back and fourth as above, if still there 3 more consecutive cycles, increase injector time 5% and listen for 500ms still there 80% of cycles? increase injection time 10% and listen. Still there, shut down that cylinders injector every other cycle and flash the check engine light incase the operator is not savvy enough to notice his engine is running like shit, post excessive knock cylinder x code and snapshot engine parameters. If the knock is detected more then 15 degrees before desired ignition, we have after glow. I don't remember how the response to this kind of knock was different but it was different. Ok, theres the background on the subject of knock detection. Why is knock bad and how is it different from desirable ignition??? Low fuel consumption and high efficiency is promoted by high combustion rates and optimal combustion patterns. Maximum combustion heat release should occur 5-10 degrees after top dead center. If most of the heat is released too early, wall heat losses are increased. Higher compression increases part load efficiency and maximum load power. Durring knock, instead of a slow flame front propagation from the spark plug to the furthest reaches of the combustion chamber (end gasses) pressure and heat instantaneously ignites all of the end gasses at once. This creates a shock wave that propagates at the speed of sound and local temperatures that can be more then 10 times higher then during normal combustion. In plain english, knock is an explosion rather then controlled combustion in the engine. It blows and melts holes in the piston and the shock waves destroy piston and crank bearings. There, thats about the limits of my knowledge. More to follow on the practical of how to notice it in the field and what to do about it.