Correct me if I'm wrong -
I think all the P&W machines measure the EPR numerator in the core nozzle. With the straight jets (JT3C, JT4, also GE's CJ805-3 & CJ610) this makes great sense because that's where ALL the thrust is generated. I'm a bit surprised at the number being as high as 2.02, but so be it.
However - with a fan engine, esp. a high-bypass fan, the EPR at the core nozzle raises a degree of uncertainty. The core nozzle has had much/most of its energy removed by the LP turbine in order to drive the fan. Thus the core EPR is down to the 1.54 range. The EPR if measured on the fan nozzle is likely a bit higher than that; I note that the Roller integrates the two values (IEPR) which again makes good sense.
GE introduced the concept of rating the engine by fan rpm (N1) on the CF6 about 1970. It has served them well, & has carried over to the CFM56, CF34, & GE90 donks as well. Pilots of mixed fleets (starting with KLM 747's - P&W plus GE versions - around 1977) seemed to have no transition problems.