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I have tested the 8896 (non Hp) versus the non HP 9375 on a 440 brackt motor with a Mopar M1 4500 intake on the motor, both carbs had the stock jetting and squirters and squirter cams. The 9375 was quicker and fater than the 8896 Same thing on a engine on a DTS engine dyno, the stock 9375 was worth about 8 hp more and 5 ft. lbs more torque than the 8896

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Cab, you tested both with stock jetting... did you
optimize the jetting on each to find out which really
made more power. I can see the 9375 making more power
than the 8896 if it was fatter. My 8896 came with
88s in both front and rear, I ended up with 94s in
both sides for the best runs

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I was going to ask the same question. if not the test was useless.

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Raz, Quicktree, no jetting changes on the 8896 as the wide ban on the dyno said it was in the same AFR range as the 9375 on the dyno, 12.70 to 12.80. I did later try going up and down one jet size on one of the 9375 and it lost a little power on both changes In the car the bracket motor did like one size up(#93 Holley jets) during the cooler months in the Mojave desert, below 60F and when it got real hot,above 100F it like one size smaller(#91) than the stock jets the rest of the year it ran the quickest and fastest with 92 jets, that was on a 440 bracket motor in a Duster with a M1 4500 intake and a K&N air filter, the hood had a 6 pak scoop on it. that car ran low 11s to high to mid 10s at the local tracks in SO CA back then, LACR and at Las Vegas.
EDIT, I did try a 8896-2HP Dominator on a motor on another 446 bracket motor on the same DTS engine dyno and that rascal was way to fat out of the box, AFR read 11.0s I had to have The Carb Shop modify metering plates and block the rear power valve off with 92 jets in the rear and run 84 jets in the front with a 3.5 power valve, still not as good as a stock 9375 non HP