Deadhead does eat pumps, and although you won't overheat a pump with a bypass regulator close to the pump, those types of setups typically require a 'managed' pump, such as a PWM controller.
GM EFI ECUs have PWM pump controllers built in, or actually, I believe they are 'hybrid', and use other methods as well to manage pumps.
For a race type setup, you shouldn't use any pump controllers, you want a full bypass regulator, appropriate lines for the HP, and a pump that can support the required flow.
For port injection setups, one thing that is typically overlooked is fuel rails, THOSE need to be the associated size of the feed lines that supports the HP intended to be made. With padding.
Some choose to use a separate fuel system for each rail, and over certain power levels, can jack that requirement to 4 fuel systems. I believe that's once you reach like 2200HP N/A, which is roughly 1500HP forced.
You need roughly 30-35% more fuel feed for forced over N/A as a basic rule.
In some forced systems over 2200HP, they use a fuel management systems that actually controls the application of the second 2 rails, say, over 5000RPM for example. But those are not PWM systems.
1000HP N/A systems generally require -8 internal rail size, and if you use a Y block, -10 feed line, as well as return.
Once you go over like 1400HP, I don't believe there are any internal pumps that can supply enough, though Aeromotive makes some external pumps that can be mounted submerged. You kind of want external anyway in a high HP race type app, since you want to be able to quickly inspect and/or replace pumps.
You can look at the Aeromotive guidelines as a general guide for sizing, gives you an idea, but once you get over 2000HP forced, you REALLY need to do your homework, or get someone that specializes to help.
https://aeromotiveinc.com/wp-content...EFIsystems.pdf
When I was building a forced EFI setup which was going to roughly be about 1150HP target, I planned/built the system to support 1600HP. That allows for spikes, room to grow (minimal), and a certain amount of 'padding'. That 'padding', allowed to more 'relaxed' duty cycle, is safer, and makes parts last longer.
But, just to give an idea, the system was comprised of a custom tank, a -12 sump/baffle, -12 return, into an eliminator pump (external), into a -10 to the front mounted Y block, -8 lines & rails, the regulator, and back to the tank.
Just to say, there are many failures due to inadequate fuel systems once you get over 1200HP.
EDIT: Once you get over say 65lbs or so injectors, 'hammering' in the fuel system, which is due to injectors opening and slamming shut, can be a problem, and it may be a good idea to incorp some type of fuel damper.
.