Dual Exhaust System Causing P0420 and P0430 on 1996 Toyota Tacoma - OBD-II Workaround Discussion

My 1996 Toyota Tacoma has been modified with a dual 3-inch exhaust system, twin catalytic converters, and twin dual chamber Flowmaster headers. The low backpressure significantly reduces exhaust temperatures, causing the oxygen sensors to remain cold—so cold that I can actually feel the tailpipes when touching them. The O2 sensors must reach operating temperature to function properly. During inspection, the vehicle only checks catalyst efficiency once per driving cycle and requires three error detections before a code is triggered. This means it's possible to 'squeak' through inspections by clearing codes manually or manipulating sensor signals. I've learned that rear O2 sensors are primarily used for catalyst efficiency testing. The system performs a lean-rich-lean cycle, and the ratio of voltage flips between front and rear O2 sensors should be 1:1. If this ratio drops below a threshold (typically 0.75), codes P0420 and P0430 are triggered. My idea: wire the front O2 sensor signal directly to the rear O2 sensor's signal wire—using a buffer circuit to prevent impedance issues and possibly adjusting voltage levels. Theoretically, this would not affect engine performance under normal conditions. Only during catalyst efficiency testing (when the ECM switches control to the rear sensor) would both sensors detect identical flip patterns, maintaining a 1:1 ratio and avoiding code triggers. This approach is more reliable than simply clearing codes repeatedly—since OBD-II systems on '96 models require hundreds of miles of driving to reset flags. Skilled inspectors can often detect if codes have been cleared, leading to failed inspections even when the vehicle appears to pass. I'm scheduled for inspection in a month and am considering this modification. However, I'm unsure whether it's safe or legal. Summit offers O2 sensor bypass modules—but these are not smog-compliant and likely won't work here because they provide constant voltage readings rather than detecting actual flip patterns during catalyst testing. Has anyone successfully implemented such a solution on a 1996 vehicle? If so, please share your experience. Also, if there's a flaw in my logic or technical assumptions, I'd greatly appreciate corrections—this idea came to me this morning and hasn't been thoroughly tested yet.