I have been running the same 1050 Dominator for over 20 years. it has been upgraded but its still a 8896 style original design. The engine is now 529 cu. in I,m wondering if anyone had changed to a 1150 and saw any considerable gains. Its a costly purchase looking for some input!

We ran a stock 1050 Dom on a 528 wedge for many years, it was pretty much scienced out, We had a new Pro-systems carb based on a dom that was around 1200cfm. It was specced for our 572 motor. We put it on the 528 and after a couple of meetings we had picked up 1 & 1/2 tenths and 2 MPH, we almost broke into the 9's running a couple of 10.00's @ 3850lb with it. It was 4.50 bore block and we used 572-13 heads, cam was a symmetrical comp solid roller around .730lift with 1.6 arms IIRC.

Fixing the calibration on the 8896 would likely see some improvement over the stock calibration. And don't get into advertised flow numbers, they don't always show correctly. A stock 1050 dry flows 1250-1280 range, an 1150 flows 1370-1400 range, a 1250 1450-1480 range. Thinned external linkage shafts and custom booster inserts can add up to about 100 CFM, skirted banjos kill flow and depends on the size of the skirt.

I've used and tested a bunch of 1050 CFM Dominators, both the early ones as well as the same List # carb HP version, all the early 8896 where to rich for me
Have you tuned yours for best idle and best MPH? If not do that before buying another carb.
All the List # 9375 non HP carbs. ran great on a single four barrel application

thanks for the input guys, The car has an o2 sensor so the afr is monitored, will the additional cfm increase the mph or e t? I go thu the traps at 6800.

That is one of those your going to test it to find out on your car

What's your intake vacuum @ peak RPM?

I don't have a system in the car to read vacuum. What would I look for if i connect one. ??

My blp billet 1050's make 940+ hp no problem so far but do have rpm/power limitations from my testing. Weight, vert, gears, shift points, heads shift points all play a role.......

According to the Wallace calculator, you need between 1150 and 1450cfm carb...
http://www.wallaceracing.com/intakecfm.php

My opinion, the new carbs are a big step up from the old ones for a lot of reasons and should provide better fuel flow, less sloshing, and quicker response as well as over all better flow and calibration. I tend to error on the lower side of the CFM's and would easily put an 1150 on that.....A little more if the car is light.....

Anywhere under the carburetor.
If you see more than 1.5" Hg vacuum a bigger carburetor will help.

I won the carb shootout in 2011 with a reworked non HP 9375, converted to 2 circuit. Fixing his HP 8896 would be a great start, new metering blocks and booster inserts and recalibration. The right booster inserts alone could add about 40-50 CFM.

Mark,
40-50 cfm is certainly quite a gain from new boosters.
Is there a tradeoff, maybe like less fuel pull signal ?
What boosters are you referring to ?

and gain even more with no boosters...

I have two annular boosters I designed and have made. A standard .500 booster insert has roughly 43" of signal with a bench depression at 20.45 under the carb, no matter what size carb or skirt. It varies a little, but not much, the signal is dictated by how much air goes thru the center. A standard .600 flows about 8 CFM more per hole, and signal goes to around 52". The downside is the stock .600 center has a small fuel channel, even modified is only good for about 900HP on gas.
I have a .545 center, that flows and signals almost identical to the standard .600 boosters, the fuel channel will fit correctly in a 4150 banjo, and it will support enough fuel flow for a methanol pro charged engine. 6 teens in the 1/4 in a dragster. The second is a .610 center, it was also designed with a wider and deeper fuel channel but still fits correctly in a 4150 banjo. It will supply enough methanol for about 700 HP, was to about 1100 on a single carb. The kicker is it flows over 15 CFM per hole more over a .500 center, the noise level on the flow bench drops, and signal goes off the scale of my digital manometer at 76". I have to drop the bench depression to around 19" to get it to read, I figure signal is around 80" I have tested bench depression from 1" to 28", flow and signal gains follow all the way down to 1". For a comparison, 20.45" is water, and is the same as 1.5" of mercury or measured manifold vacuum that 4 barrels are typically rated at.