Since you posted you used the NTK 22060\22500 NB O2 sensors (which are front\rear specific), you can look at the sensor leads to ID 1 from the other externally. The NTK 22060 sensors (pre-cat or front) have a shorter lead that doesn't have any stud mounting clips attached to them. The NTK 22500 sensors (post-cat or rear) have the longer leads w\ 2 stud mounting clips attached to them.
Internally, here's a picture of a NTK 22060\NTK 22500 NB O2 sensor's element shield placed end to end:
View attachment 86420The larger element shield (lower) is the NTK 22060 front\pre-cat NB O2 sensor.....................
If I read your postings correctly, you swapped out a set of BBK full-length LTH's for a set of Kooks mid-length LTH's, yes? If this is so, then IMHO, I don't think the tune's current O2 sensor transport delay map settings is the main culprit triggering the P0133\P0153 DTC's since the physical O2 sensor mounting position distance from the exhaust ports are closer......but this also will depend on how far the TD map settings were changed from OEM to accommodate the BBK LTH's.
What I'm typing below is related to a SO PCM (which you have) & the tune within it:
A P0133\P0153 O2 Sensor Slow to Respond DTC (B1S1\B2S1) is mainly due to the O2 sensor V\ms transition rate between 600mV (rich line) to 300mV (lean line) or vice-versa being out of bounds (below the slow threshold) from when the PCM calls for a fueling switch from either rich or lean to when the O2 sensor voltage actually responds to this change in fueling around stoichiometry (usually within 100 ms time frame). If these sensors did get swapped, I can definitely see these DTC's coming up due to knowing the NTK 22500's (rear or post-cat) weren't designed for engine fueling control thus are slower responding compared to the NTK 22060's........that is, if they got swapped around.
The O2 Sensor Transport Delay map settings are a measurement in time (seconds) from when the PCM commands a fuel injector to start injecting fuel into a cylinder to when the PCM applies a fueling correction from the O2 sensor reaction to the exhaust from said cylinder, based on the engine RPM's at the time. The PCM will adjust these settings to correct this timing within a set window in the tune so as long as the actual timing falls within this correction window, the PCM can remove this out of the equation......except whenever the engine load drops below .20 load (below this threshold O2 TD timing correction\learning is disabled) thus if this is causing an issue w\ O2 sensor response time it will be mostly during engine idle (low RPM threshold is also set @ 1,000 RPM's, below this O2 TD timing correction\learning is disabled)......which IMHO is very doubtful since the physical O2 sensor mounting distance is closer to exhaust ports in the Kooks LTH's than the BBK LTH's (which would actually physically speed up the idle & overall O2 TD timing signals instead of slowing them down). Most tuners do not touch any of these in-tune TD control settings......only the actual timing settings in the TD map.
The Kooks LTH's will almost run off the OEM O2 TD map settings w\o issue (the only area where they can get into trouble is during idle when the TD learning\correction is disabled) & the only other in-tune setting that can directly affect O2 sensor TD timing is the injector reference CA timing setting (sets injector EOIT to camshaft adv dur IVO timing point....thus sets when an injector will be commanded open.....this setting will also change based on any commanded cam retard timing).
Since you haven't had the tune touched during this LTH swap out, I highly doubt your issue is tune related & you're already on the right track to start off TS'ing...........
My 2 cents................hope this helps.