Okay, I've done a little more investigating and actually opened up the N75. It does not operate as previously explained. When the valve is not energized, it routes ALL boost pressure into the Wastegate actuators causing them to fully open. When the valve is energized, it opens a plunger inside that allows air to pass into the PCV spider hose system AND into the Wastegate actuators simultaneously. So, when testing...when the valve is energized and you blow into the bottom port, you will find that air is normally allowed to come out both other ports if the valve is good.

So, after I found that, (no real problems with the N75), I went and disconnected the tube to the Wastegate actuators completely, and cautiously did a short run to verify that boost would be there if Wastegates remained fully closed, and sure enough it was building much more boost, much more quickly. So, this doesn't make any sense.

What I'm thinking now is either the PCV valve is not working correctly and not properly venting the extra pressure from the crankcase and N75, or for some reason the crankcase pressure is too overbearing and when the N75 opens "to atmosphere", it can't properly went the extra boost because of pressure equalization.

So, I guess my next test will be to run it without the long port on the N75 connected.

Yes, if you cap the long port, and energize it, air will still be allowed to come out the wastegate control port....

95% WGDC is N75 fully open, ECU requesting max boost

Disconnecting the lines from the N75 to the WG should cause uncontrollable overboost well in excess of the MAP.

What does "it will boost mean"?

No, it should not.

Thank you for clarifying.
 As far as WG tuning, I pretty much combined elrey's kfldrl map to the first 3 columns of a stock Audi TT 225 kfldrl. and ran with it. But since ddilenger said that on the previous page about the heavier spring in the WG requiring the PID to be recalibrated then I guess it doesn't matter. It's just gonna overboost no matter what I guess. Maybe I'll run the map with like 30% DC across the board and see what happens before I delve into stuff I'm not too sure about yet(completely recalibrating the boost PID). Plus I'm still breaking in a clutch so I shouldn't be driving it hard anyway right now.

Here is a diagram of exactly how the valve section of the N75 works.

The plunger is held down by default by a small spring. When the solenoid is energized it pulls up and away from the tube that supplies the manifold pressure. As you can see, there is a direct link between the input and output to wastegates at all times. When you energize, it merely gives that pressure another route to travel.