Ok, I have crossed checked some of your results from my 2003 GT. The advance #'s look OK. The coolant temperature looks high (214) but isn't likely the problem. The MAF #'s look reasonable.
Disconnecting the EGR vacuum line did not improve results, so this tends to rule out excessive EGR as a possible cause (which is a shame as they say on CSI, "he looked good for it").
Note the usual way to test an EGR value is to attach the vacuum pump and run the motor. Slowly apply vacuum. Once the motor begins to run like crap, this confirms the EGR valve is opening. Release the vacuum and the motor runs normal. This confirms the EGR value is closing. Repeat the EGR test using this method.
Does your scanner access the DPFE flow PID?
The LTFT are not jumping all over the place which is odd given the fuel pressure. Also given the FP, the LTFT value are POSITIVE. Which also seems wrong. Should be negative given the FP.
The fuel pressure goes down to about 50 PSI as the motor revs. But is still too high.
On my car, I tried disconnecting the FP electrical connector and the fuel pressure jumped to 88 PSI. I also tried disconnecting the Fuel pressure intake reference line. As expected the FP remained in the 38-40 PSI range but the motor bogged (delta FP is too high).
Here's my working theroy. I believe there is a possibility more than one thing going on here.
The LTFT are too static. In a well working car, LTFT change more than they do on your car. That tells me the O2 sensors are contaminated. Once contaminated the O2 sensors react too slow. This is not unreasonable given the car's mileage and low compression.
The level of contaminated hasn't reached the level to throw a DTC code. Since both O2 sensors are behaiving about the same, replace both.
I would like to cross check the fuel pressure with an external gauge. Confirm that the vacuum reference line is indexing the FP as it should. I'm not yet sure that the FP sensor has a problem, but as Ronald Reagan said, "trust but verify".
The theory I'm working on is the actual AF ratio is wrong. This is bogging down the motor at low RPM. The amount of error decreases as RPM's go up.
I'm a test and then replace sort of guy. So expect more tests, and less parts changing.