Why is TOGA thrust 'never' 100% N1? The title is voluntarily the opposite of this question: Why isn´t TOGA thrust always 100% N1 or N2?.
I explain to you with an example: I'm looking to the FCOM of an A320 which states that the &quot;maximum in normal operation N1&quot; is 100%, and &quot;the maximum N1 permitted&quot; is 105%. But then, by looking at the THRUST RATINGS - MAXIMUM TAKEOFF page, where there is the table with altitude on the columns and OAT on the rows, the maximum value of N1 that I can find is 94.5%. Any other N1 table (climb/go around/etc.) has clearly lower values for N1. In A320 this value is enforced by the FADEC and cannot be exceeded.
So what's the point to have a 100%-105% N1 limits if the enforced N1 limit in TOGA can be at maximum 94.5%? Why not just set 100% as the RPM value of 94.5%? Or the 94.5% can be exceeded?
Clarification:
My question is not related to maximum thrust (which it doesn't correspond to maximum N1). I cannot publish the table, however it's the same of this table, but for another engine and for the maximum takeoff mode instead of maximum climb.
I reformulate the question in a more direct way:

Why FCOM says N1 can reach 100% and 105%, if then no N1 mode allows any N1 value over 94.5%?
Why not make 94.5% read as 100%?
94.5% tells you the margin you have. It will be closer to 100% in high-thrust versions – or even higher, i.e. the limit is pushed as the thrust ratings increase. The PW1100G you're asking about, its thrust varies from 110 to 150 kN based on the installed version.
For example, the A321's 150 kN CFM56-5B3 exceeds 100% near sea level and in cool to moderate temperatures, unlike the 120 kN -5B4 (both tables below).
Note that nowadays whatever the installed takeoff N1 limit is, it's rarely limiting – meaning the engine will reach the EGT limit before it reaches the N1 (barring major failures).


Source: A321/A320 FCOM