The mileage on your O2 are long and the years are long. It is odd that you have low HC and and high CO. I would guess maybe the pre cat O2 are weak and posts might still be doing their job.
It is possible that are four are not working correctly with all reporting a lot more Oxygen than is truly present. We test for Nox and you guys don't so it is hard to say for sure without those readings. Also possible, is a vanos issue. Could be a temp issue also but the report says your oil temp is 84 which would be correct. You always want to drive the car with spirit befor ean e test and have it tested without much wait.
I can't see a compression issue with low HC. I would not be steering you wrong or wasting your money if I said replace all 4 O2 and go for another test, just because of miles on yours and the fact this is a high performance car. You will want to drive the car for a bit before the test to get the fuel trims back to normal. 500 miles. If you had someone read your fuel trim I think you would find you are running rich. It might be the numbers would still be a minus, but I think the real problem is to much exhaust gas returned.
The performance of a O2 does start to fall off at 50,000 km. The car starts getting richer than need be, at that point. This does not mean they don't work after that just that they are not performing as well as new. That does start to eat into the word "high" though, until you only have a performance car. That is likely where you are with the age of your O2s.
Since you know the car, here is a little info on the chemistry involved with emissions. May help you decide the right path. It is not 100% accurate but it is a good model. It was written before post cat sensors went in cars and we have learned much from them.
Chemistry 101
I am no chemist, but the chemistry behind the reduction of emissions is pretty straightforward, and a basic grasp of that chemistry really does help in doing emission diagnosis. In brief and possibly oversimplified terms, hydrocarbon (HC) and carbon monoxide (CO) might be thought of as companion gases. HC is just plain gasoline. It will be pumped out the tailpipe for any reason that impedes complete combustion. In technician’s terms, it means any kind of a misfire, be it caused by ignition, such as spark plugs, wires or timing; mechanical problems; or overly lean/rich fuel mixtures. CO, on the other hand, is strictly a result of too much fuel and not enough air during combustion, or as we call it “a rich condition.”
The oxidation side of a catalyst likes to have extra oxygen because it wants to add oxygen, or “oxidize” the HC into water (H2O) and carbon dioxide (CO2), and the CO into CO2. On the other hand, NOX is strictly a result of high combustion temperatures and extra oxygen. The reduction side of the catalyst does not like oxygen, because it is trying to reduce the NOX into nitrogen (N2) – the same stuff that came in with the air – and oxygen (O2).
Assuming a well-running engine with no misfires, HC and CO will drop together as the fuel mixture is leaned out (more air, less fuel). But as the mixture leans out, the combustion temperature goes up and consequently NOX increases. To counteract this tendency, manufacturers for years have utilized EGR to recirculate a conveniently abundant inert gas: exhaust. Helium or argon would probably work just as well, but that would require a storage tank. The recirculated exhaust gases displace oxygen in the combustion chamber, reducing combustion efficiency but also reducing combustion temperature and, consequently, NOX. The need for balance between these gases that tend to fight each other is the primary reason we have computer control, stoicometric air/fuel ratios and oxygen sensor switching.
No I did not write that can't remember who did but it was an auto tech from the mid 90s. I saved because it is about that only explanation I have read that is understandable with out a chemistry degree.