A320 First Officer reported engine indicating anomalies and loss of auto thrust capability during climb. Flight crew diverted and landed safely.

Narrative

During climb ENG1 EPR MODE FAULT ECAM illuminated on upper ECAM screen. Secondary ECAM AUTOFLT A/THR OFF illuminated with an amber caution.The captain assigned me as the PF; while he assumed the PM duties responding to the ECAM and to-do items". I continued to climb to FL360; while the captain executed the ECAM procedures. These actions were unsuccessful in resetting the ECAM messages. Upon completing the ECAM procedures; the captain continued with the associated NON-NORMAL procedures in the purser. Running this NON-NORMAL checklist; it became clear and it was confirmed that the number 1 engine was not being monitored by the FADEC anymore. The big threat was making sure we kept the engine within its normal parameters. The checklist guided us to the appropriate max manual N1 settings for the different phases of the flight. We discussed briefly to turn around; but the captain first would contact the company and coordinate the possible return to gate. As the airplane leveled off at FL 360; I made sure the airspeed stabilized well below the "red line" (max speed) and well above the "red line" (min speed) and verified the N1 settings with the tables in the purser. Once the return to ZZZ decision was made; the captain informed ATC we were to return to ZZZ with "engine indication problems" and did not declare an emergency. Initially we were given headings followed by direct ZZZZZ for the ZZZZZ1 arrival. The captain reprogrammed "the box" with ZZZ as the destination and loaded the arrival. The captain returned to completing the Diversion Guide and made sure we were not overweight for landing; etc. We were given a descent. The aircraft had lost the Auto Thrust capability; but the Auto Pilot was still engaged; so I adjusted the thrust manually for a reasonable descend rate. As the aircraft was under positive control and it was responding as expected; I loaded the expected runway and approach procedures; verified the altitudes; and prepared for the arrival and approach phases of the flight; while the captain now informed the flight attendants and the passengers of the newly developed scenario. Once the captain felt that all parties were informed of the new situation; we came "together again as a crew" on the flight deck . This is where he informed me of all he had done and I brought him up to speed of my status and the status of the aircraft; altitude and direct to fix; the "box having been loaded and verified by me for the arrival and approach into ZZZ. Once caught up; he resumed the PF duties and I became the PM. We ran the arrival briefing and descent checklist. We discussed the big threat in case of a "Go-Around"; and other potential threats. An uneventful approach and landing followed. Once on the ground; we received a gate and the good news that another aircraft was already assigned to take the passengers to ZZZZ after all. The passengers were informed of the new gate and plane to make sure their expectations were met and would still make it to ZZZZ.After all checklists were completed and the passengers were deplaned; the CA called the chief pilot and discussed the stressful situation we had been in. It was decided; after answering and completing questions that the CA would not continue to ZZZZ; but I would."