not likely, there's a healthy range so there seems there's plenty of tolerance variables with springs, machining, etc.

but the pressure test port is easy as ****, its right on the top. youd be able to tell where you are, the problem may be the volume required at that high pressure.

the way the valving looks in 1st is that if mainline pressure dips the 2ndary pump no longer exhausts to the pump inlet. by changing the shape of that taper you could make the 2ndary pump far more active in a performance application vs its design of keeping pump losses minimal and bringing a 2nd pump in when it cant keep up.
the 65 e pressure is nominally 240-290 iirc, ours is set to 300+
obviously if the oem is marginal, it may be wear and tear or it may be a weaker spring/dude wanted to go home early, who knows...
if your pressure is up near 300 (80e is ~250-300) then id say it might be enough. but shoot since you dont have any other means of diagnostics...go ahead and see how the pressure acts during launch. it sure couldnt hurt and would at least give you a base line.
trans guy i used to work with had both an air core and a glycerin gauge on his manifold....the glycerin can hide the pressure oscillations that he used to find with certain nvh complaints.

hell use the EGR A/D input trick to shove a simple 5v sending unit into the main port and datalog it in real time...btw while yer at it, hookup the ISS/tft/vss so we can get some rudimentary data? lol

even if all we get is some "tcc slip" and calculated gear ratio numbers we can figure out how well the converter is reacting as well is a certain gear is actually holding or if its slipping.

sure is fun blazing trails lol