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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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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 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 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

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I'd love to know how to modify a non-HP 9375 for improved street mannners. Anybody have any tips?

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There is a Chevy site called www.chevelles.com with lots of great information on Dominator tuning for the street.I just googled "dominator stumble" or "difference between 8896 and 9375" and you will bring up all the info and links you need to tune your big Holley.There will be a link to the Innovate site which is a very technical site so read up on terms like "AFR" and "EGT" to better understand what they are trying to say.
I have installed some 4150 metering blocks on my 9375 to try when the snow melts and my engine is done.
Gus

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So cab have you ever converted the 9375 to a 2 circuit metering block system?Gus

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No, I have not treid changing any of the metering plates on any of the 9375 carbs that I have used in the cars or on engines on the dyno, they ran fine stock The 8896-2 HP was the first Dominator carb. that I had that needed metering block modifications In fact I hadn't even heard of trying to use a 4150 block on any 4500 carbs I haven't tried using a Dominator carb on a street car yet so I can't provide any insight or knowledge on that subject. I like six paks on the street though Maybe I'll have try a Dominator or two on ther street soon