Wow this is some good info from you guys...
1.) I believe they are the OEM O2s. I never changed them when i installed my headers way back in 2010. After I dropped the valve and killed the OEM motor, I brought it to a shop to have a new (built) motor put in and I added a used whipple to that install. That was in late 2018/early 2019. I don't know if the shop installed different O2s at that point.
2.) The issues started on my drive home from work. No extended boost runs, maybe a few short bursts into boost is all. I came up to a stop light and noticed the car was surging up and down looking for a the normal idle.
3.) I am not sure here, how can I tell besides a high idle? Yes, when the idle does eventually settle, it's higher than normal, but it starts surging up and down shortly after. I also have comp 127500 cams installed. I think i remember reading somewhere that those cams can make the bypass valve work a little different.
I just noticed my jack stands are in storage still as I just moved a few months back. Once i get those, i'll get the car up and start doing visuals underneath. Also, looking into new O2s as suggested.... and re-read everything that was posted. very technical and im trying to take it all in.
Thanks again guys.
1.) I asked this to get a gauge on the inferred condition of the front O2 sensors as these can\do wear out & to see if you had any knowledge of them being changed at some point. I believe the recommended service length of these O2 sensors is somewhere between 60,000-150,000 mi, depending on the MY ('09 calls for 150,000 mi) but they can technically last the car's lifetime depending on the operating conditions (which usually means OEM conditions, OEM tune, OEM components). This is where the Mode 6 PCM component self-check test result data would have been handy as this data would reveal the "health" of the O2 sensors (PCM continuously monitors O2 sensors) along w\ the PCM live STFT, LTFT fueling data from the DTC FF data or a live data log to verify the condition as if the O2 sensors are biased lean (signal hung at low voltages < .450v) the STFT% & LTFT% for the affected bank(s) should have been pegged very high +% numbers as the PCM would have determined lean AFR & kept adding fuel to try to drive the STFT back down. B1S1 could have been stuck lean but started working just before the PCM flagged it but the B1 STFT, LTFT numbers could have shown this condition was present on B1 as well as on B2....the main FT to look at for this P2195, P2197 DTC is the STFT% numbers as these are the actual fueling changes the PCM makes relative to the O2 sensor readouts in real time. Vacuum leaks can cause the O2 sensor to stay at voltages below .450v but usually not for long extended periods of time unless it is a
big leak to mask the large amounts of extra fuel being injected (remember there are 4 cylinders per bank so 4 fuel injectors are increasing injected fuel volume, not just 1) but then the engine will usually die so this tends to lean more towards the odds of the O2 sensor(s) failing IMHO but the supporting data would give a clearer picture, especially if the O2 sensor wiring harness check results come back good. This is the importance of having the supporting data to go w\ any DTC code the PCM gives.
2.) I asked this to get an idea of how the car was being used when the issue started. From what you've posted this would also lend more towards the odds of O2 sensor failure from extended service length time but the checks need to be done to verify.
3.) I asked this as if the SC bypass valve is not opening up fully when the throttle is closed (high manifold vacuum) the SC is trying to make boost (increase air flow) while the TPS is at low angle (throttle blades are closed so PCM has cut fuel to match idle based on the TPS angle) so PCM will increase fuel to match air but at the same time will also try to close the throttle to bring the RPM's back to the desired idle speed so you can get a back & forth condition. This bypass valve is vacuum operated so it operates based on the manifold vacuum present based on throttle blade position. If this bypass valve's diaphragm has a leak in it the valve may be trying to close due to losing vacuum. The vacuum signal hose to this bypass valve can also fail which can set up the same idle situation but either way usually does not affect the O2 sensors signal generation so this may not be the culprit but I would test it to ensure that it is operating properly. The issue that some cam grinds can cause w\ a SC bypass valve is the amount of operational idle vacuum present...if the manifold vacuum at idle is too low the SC bypass valve will not open fully causing the SC to create boost at idle so a special bypass valve that can operate at low manifold vacuum is needed for this condition. This most likely isn't the cause of your issue, the O2 sensors themselves are (the PCM is flagging them as an issue) but the symptoms you gave do mimic a leaking\restricted SC bypass valve.
Check the bypass valve at idle to see if it has the linkage fully drawn in (butterfly is full open) or you can test it using a vacuum pump by putting a known vacuum on it then monitor the gauge to see if the vacuum is staying steady or is dropping....if dropping the diaphragm is bad...…...
You do still need to check your engine's induction side for any vacuum leaks as they can influence this condition but this is lending more towards the odds of being O2 sensor related IMHO so make sure the wiring between the PCM & O2 sensors is sound to isolate the issue to the O2 sensor(s).
Sorry for being technical but some aspects just cannot be explained well enough in layman's terms.
Hope this helps.
