Are you sure you need 70 psi
? Most do best with 60-65. You can boost reference off you regulator ( Fuel Lab or Aero version)to have 45 psi
and ramp up to 60-65psi fuel by 20 psi
boost or whatever boost level you need it at. This will take strain off your pump for the 90% of the time you are not at high boost if its a street driven setup and do not need that kind of psi
As a point of reference on the amount flow needed to support power : Charles system supports 650 hp using 300cc/300% injectors @ 60-65 GPM of flow.
I would go with the larger of the two fuel labs. They can not run full capacity but for short periods and must run at the 60% lower setting for constant duty. Wish they would be more clear on the web site about that and with the data on it.
I would recommend the larger of the two i.e. Fuel Manger 1000 180 gph flow. Also as another option if you have not already I suggest looking into the Dahl 150 as well. Read about it here
Here's a link to purchase a Dahl 150-H with the heater and in cab switch
from a quick search. I prefer it of the two personally.
I suspect your idea of the lift pump is exactly what you would have to do if you wanted to run that smaller 2 or 5 mic filter second stage in the fuel manager pre fuel lab pump. Otherwise doing that with only the fuel lab pump will burn it out and fast. The Dahl doesn't have that issue. It creates very little vacuum compared to most other suction side filters. Could not find data either way on the Fuel Manager. If you go with a lift pump make sure it has a flow rate that is greater than the max that your primary Fuel Lab pump can flow or it can burn out the Fuel Lab. If it meets that I would run one as it helps.
The issue is, its still highly recommended you run a filter between the fuel pump and your injectors. Without a filter post pump if the pump ever did go bad etc you would have nothing stopping any debris from smoking a few thousand dollars worth of injectors. Electric pumps do go bad so......
For the post fuel lab pump/ pressure side filter I would run a 1"-14 threaded base with either a Donaldson P551313 or P551311. They are 2mic absolute 100 gph and 3 mic absolute 160 gph specs respectively. These are the only ones I could find that are true 2 and 3 spec absolute of 99%+ Beta ratio 100 at those flow rates that fit the popular filter bases. There is a big dif between absolute and nominal rating, 98.5%+ and 50%-60% per past thru the filter respectively.
You can use a Napa 4770 base will match up with 1/2 npt threads or you could go with a Donaldson P562262 base which has 5/8 npt in and out. If you do not have an issue with the longer filters they will offer better flow and capacity (P551311 3 mic and your Fuel Manager 1000 30 mic would be well matched.
I would also either get the fuel tank sump kit from Truck Source Diesel ( Aggie) Or the ITP 5/8 pick up kit (ITPDiesel). Use -10an(5/8") line from the tank, thru the fuel lab pump up, to the post pump filter input. Then switch to -8an (1/2") out of that filter base up to the engine and RR ( -6an / 3/8") with the same for the return to tank line. Fuel lab pumps mandate min -10an / 5/8" line on the suction side.
If you can swing the lift pump I would suggest doing it especially if you go with pick up straw rather than sump setup on the tank. Everything will run easier and should last longer.
There is a few different ways you can go depending on if you want to run that lift pump or not:
Tank (sump or 5/8 pickup) > -10an hose > Fuel Manager 1000 (heater/30 mic) or Dahl 150 (heater/2 mic) > Lift pump or None > -10an hose > Fuel Lab pump > -10an hose > 2-3 mic filter and base > -8an hose > Y > 2x -6an hose > in-engine heads-out > 2x -6an hose > regulator > -6an hose > tank
Many options that was just one.
Boost (from the map
hose) reference your regulator's fuel pressure 45psi-65psi min/max. Install a check valve after each filter will prevent drain back when changing and help with priming. Add a vacuum gauge to the Dahl or Fuel Manager. It will let you know when the filter needs changing or is plugged.