Much depends on your specific aircraft. Some have a need for fuel pressure values, others don't. Likewise fuel temperature readings.
On the 737, there is a light as you describe next to each fuel pump switch, linked to a sensor just downstream of the corresponding fuel pump. If the light's on, the pressure is low and the pump should be turned off because it has failed. I don't think Boeing even tells us what the pressure is in PSI; they just say "If the pump output pressure falls below a limit value then...". I can't read the PSI, and I can only affect it by turning the pump on or off... so all I need to know is "sufficient" or "not sufficient." That's it -- no value to be gained in showing me a more exact number, nor in having me memorize its limits.
The 737 also has a fuel temperature gauge, which reads from one tank -- with the assumption that this is representative of the others. My guess is that Boeing has done enough testing that they're happy with that assumption. If that temperature gets cold enough (rare, but possible), then you have to do things to increase that temperature -- go faster or go lower, or both, generally. In this case, there is enough value in seeing that trend (plus, knowing the number in case of getting cold-soaked fuel frost or other icing on the wing) that we DO get a numeric value.
Photo, from http://www.b737.org.uk/fuel.htm:
The fuel temperature gauge is circular, directly above the blue (crossfeed) VALVE OPEN light in the picture.
Note that all lights are on, so this was taken during a "lights test" -- in normal operation, the low pressure amber lights would all be extinguished. The logic for them is that the main tank switches are on when the engines are running, and an amber "LOW PRESSURE" light is telling you that the pump isn't running (which is either a failed pump, or an electrical bus unpowered, or the pump switch turned off, or some rare conditions like a popped circuit breaker or failed sensor). The center tank amber lights are active when the switches are on, but are off when the corresponding switch is off. This way, when you aren't using the center tank, you don't have the amber lights on continuously; it's normal to get the center tank LOW PRESSURE lights coming on when you exhaust the center tank, which is normal ops. Then you turn off both switches, and both lights are out.
The case where you'd turn off a not-failed main tank switch in flight would be to cross-feed fuel (i.e. feed both engines off of one tank) in order to balance the main tanks. In that case, the amber lights for the turned-off pumps are ON, because you're in a condition that you will want to correct (after the fuel is balanced).
Of course, sitting at the gate with engines not running & all pumps turned off, you'd have the 4 main tank LOW PRESSURE lights illuminated, but in that condition you have plenty of amber lights lit up on the overhead panel, and that's normal for being at the gate & not running.