I don't think you have a grasp of engine management or calibration. Typically, engines are calibrated near the knock limit (of the specified fuel) by the OEM. If you run low grade fuel in a car that requires premium for knock protection, the knock sensor will detect vibrations out of sync with normal combustion and send a signal to the ECU. The knock sensor is a piezo electric element that emits a very weak voltage when compressed. Therefore, it ONLY emits a useful signal when knock occurs. There is no useful signal to the engine when knock isn't occurring, and no signal to the ECU to adjust timing when higher octane fuel is used. In other words, the spark can only be retarded when knock occurs. It will not be advanced when running higher octane fuel. If it was that easy to adjust the spark curve outwards, a lot of people (reprogramming factory ECU's) would be out of a job. Most of those aftermarket ECU programmers just shift out ignition timing by a couple of degrees CA (crank angle advance). A few of the better ones also allow for more WOT fuel enrichment at high speeds/loads. And, programmable ECU's allow you to optimize both spark advance and fuel mixture (which is especially appropriate when going to FI). But again, since most cars are calibrated near the knock limit already, there is a limit to the amount of advance that is possible before knock (spontaneous combustion) or pre-ignition (combustion from a hot spot such as spark plug core nose or exhaust valve - two of the hottest places in the chamber) will occur.

Again, I can assure you that running higher octane fuel will not benefit you one bit, unless you need additional protection against knock because you are running with an ECU that has additional spark advance programmed in. The other time I would use premium fuel is if I was running with FI (forced induction) or N2O. In either case, more protection against knock is necessary (as it is a lot more likely to occur).