Timing pull/****** is just an adjustment to the ignition timing map, less timing pull is better, you wan't to see smaller numbers here.
No point advancing timing if it will be pulled back.
You can see your Ignition Timing BTDC (Block 003), on your old map at around 17-18deg BTDC you were getting some timing pull due to knock regulation (Block 20), on you new map there is more knock picked up on cylinder 2 & 4, I can't see your new ignition timing anywhere but it could be that your ignition timing is too aggressive on your new map. Might be a good idea to log this next time.
Timing pull could also be due to poor quality gas, higher AIT's - doubt you'll have this issue with your new FMIC, timing belt being being off, coolant temp too high, I've even heard it can also be due to stiffened up mounts where the knock sensors pick up extra vibrations, not sure if there's any truth to that one.
N75 duty cycle (block 118) is % of time the N75 is opened to vent air back into the intake/divert air away from the wastegate actuator.
0% duty cycle - air is flowing to wastegate actuator so westegate opens at actuator pressure
100% (I thing max is around 95% ) duty cycle - no air going wastegate actuator, WG stays shut so it can build up and hold boost.
Anyway, this is my interpretation of your logs, you probably want someone else to check over them.
Your log is showing the n75 duty cycle dropping off to mid-low 80%, meaning that some of the air is now flowing to the wastegate actuator which is pushing the WG open and reducing boost, this happens around the same time timing pull is occurring. You can rule out a faulty N75 valve since your actual boost is meeting the requested. I think whats happening is that ecu is seeing more knock and therefore wanting to reduce boost in order to prevent it and as a result your requested boost is less than before (reducing to 15psi)
I hope someone makes sense of it all. 
