Short answer; by your own admission you buggered it up! Longer answer; the job of the ECU is to maintain the air fuel ratio, AFR. And you adjusted the AFR values of most of the load sites in your ECU maps, making them leaner than when the mapping was configured. Explanation: The fuel map cells deliver an amount of fuel which is based on how long the injector is switched on. For most Caterham/Emerald/DTH throttle implementations, the active cell of the fuel and ignition maps is determined by engine rpm and throttle position sensor, TPS. These are the axes of your maps when you access the calibration software unless your setup is calibrated to reference manifold air pressure, MAP (unlikely). The purpose of the TPS% in the setup is to give an accurate approximation of the airflow into the engine as the engine has no other airflow meter (as found in many volume production car fuel injection setups). At small throttle openings, a small change in throttle angle will give a massive change in the airflow into the engine. If you opened the throttle wider, then reset the TPS operating range and made no other changes, you made the whole fuel map leaner at every load site except wide open throttle or 100%TPS. You allowed more air for each TPS%, most significantly for the 0% (and near 0%), lines of the maps and provided the same fuel value. Assuming that the engine ran well before and that you haven't adjusted anything else, the best solution would be to reset the throttle stop back to the previous position and recalibrate the TPS. Even better if you noted the TPS values before you reset and reinstate these, then set the idle stop back to 0%. Any adjustments should be made by adjusting your cable and linkage and setup, not by rescaling the TPS. Hope this helps.