After all, a figure is a figure. If Your engine requires one indication to be 93 of something or another figure to show 1.73 of something else for it to deliver the required takeoff thrust, what is wrong with just setting it and coping with what the engineers have thought most appropriate for their engine?
True, every method has its downsides and there are situations in which the value shown has little relation to the available thrust that either method might lead into. But if one knows the pitfalls and does not only look at the primary measurement, but also at all the other secondary indications for a plausibility check, one is not that easily caught by something nasty. An EPR or N1 indication in the takeoff range simply does not come with a low EGT or hardly noticeable N2.