Just need some info. on which factory iron heads are best for

a 383 Stroker build - up ??....... Fuelies & Power pack come to mind,

any Casting No's gratefully appreciated.

Nothing factory compares with the Vortecs.  You will need a new manifold and valve covers though.  

I would get the Dart Iron Eagles. You don't have to get a new intake.  

Fuelies and Power Packs? It's amazing how long their reputations have outlived their technical prowess. It's been decades since GMPP BowTie and aftermarket designs have rendered them obsolete; and a decade or a bit more since the L98 and Vortec have taken their obsolescence even further than the Bowtie versions.

There's lot of modern heads in cast iron and aluminum that will out perform the best ported Fuelies and Power Packs by 40 HP or more simply accomplished by bolting these modern heads onto the engine.

The biggest problem is choosing, here's a link to ScooginDickey's performance dept. <<  http://www.sdpc2000.com/  >>. Check out what's available and what you want to afford and give them a call. There's 3 Vortecs, the original 12558060 which has smallish runners and requires a unique intake, 25534421 is one of the new second generation designs with smaller runners and 25534431 with larger runners. Both of these later designs accept intakes with either the Vortec or standard (72 degree) intake bolt patterns. However, the standard intake bolt pattern still requires a raised runner intake; this also, applies to the Iron Eagle. You need to get your intakes casting number and then talk with a tech rep as to whether what you've got will match the ports an any of these heads, same goes for Edlebrock, Holley, or anybody else's heads, don't assume because the bolt pattern is the same that the ports will match well enough to make a leak tight seal.

You're going to have to choose between port sizes and for aftermarket heads like the Dart's you'll also have to decide on combustion chamber size and type of sparkplug and possibly their location. How you use your 383 will dictate this. Strickly street with an automatic and high final gearing, a small port and large chamber will work well. For more performance as the cam timing gets higher and the gearing turns the engine faster will favor bigger ports and smaller chambers. This is information you need to share with the tech rep which will include cruise RPMS, vehicle weight, overall gearing, type of tranny, grade of fuel you want to run, cam timing, type and size of carb, exhaust system, etc. you'll also need the specs on your pistons so the tech guy and compute static compression ratio, thinks like flat top, dish type of dish round or D cc's of dish, popup if any and it's size. All this info helps them aim you at this all important selection.

Bogie

305 heads with the 194 valves and small combustion chamber, they interchange with the 350 heads so you won't need to get a new intake, basically the only difference is that hey have a smaller combustion chamber that will up your compression by 1 point, it's an old school trick that a lot of circle track guys used before aftermarket heads became big/or they were limited to stock heads, you should pick up about 20-30hp, if you port them and get them machined for 202 valves expect another 20-30hp, so about a 50hp gain  

A 50 horsepower gain from 305 heads, Why didn't I know about this?

You better get the word out to the performance world about this trick. Everyone else is just messing around vortec heads and is leaving power on the table compared to these magic 305 heads.

Excuse the sarcasm but I couldn't resist with such a claim.

                                                                                     ~Gibs

Gib, where have you been, small chamber 305 heads ported with bigger valves is an old SMOG era trick. They provide a good power boost over the 76 cc or so open chambered heads found of 350s of the period. Problem against modern heads is that it's expensive to transform them, requiring a lot of seat work for big valves, new valves, porting, releiving the chamber walls, etc. But the bigger problem is long term durability, the porting process removes so much material that wall cracking can become an issue. But back when there were few other choices, modifying these things worked pretty darn well and lots of racers thru the 80s and early 90s used them on 350s.

Bogie

Hey, and NO sarcasm either!

 And who says you can't teach an old dog new tricks?........

I LOVE circle trackers! Amongst the most enginuitive people I've ever met, and usually do so on a tighter budget than most.

Thanks for the budget power idea. Thanks also, Bogie, for the heads up on what I would have to do in order to achieve these great potential numbers.  See ya!- Stan

We have done a few 383 in summer when the shops are slow and the 906 vortec worked a little seems to work very good and wyth the hydraulic cam we speced out seemed to work good as it made almost 500 foot pounds of torque and 449 horse with a HP 600 carb