It suppose it depends on what you're used to. The first jet I flew, a 737-200, had EPR gauges; <1.00 was drag, 1.00 was neutral and anything above that was net thrust. You could work out a ballpark approach setting with a simple formula and if you had an engine failure, you just doubled the bit after the decimal point and everything stayed the same. No problem. Then I flew the other variants which had N1 as the controlling parameter but it didn't take long to get to know the various %age settings to achieve a desired result.
I currently fly the 777, GE (N1) & RR (EPR) and I have to say the RR "EPR" might as well be calibrated in elephants per nano-furlong. I have no real idea what an appropriate value might be as it varies so much with temperature & density; you can fly level at 270kts with EPR values less than unity and as to what's a good takeoff setting... ??? I tend to refer to the N1 indications instead.
Maybe an ideal indicator would use strain gauges and be calibrated in kilo-Newtons? Or possibly like the new Rolls-Royce car and have "power reserve" or just a straight percentage of maximum thrust?