Hey guys,
Got a question or maybe questions about pressure testing the HPO system and the injectors/seals. It's been a series of events to get where I am that started with pulling the turbo to fix the sticky unison ring issue. A little inexperience and impatience led me to break the #8 injector harness clip, which led me to pulling the valve cover and hpo rail to remove the injector and replace the solenoid. I got a solenoid from Platinum performance parts on amazon. It sucked, don't buy those. The connector wouldn't stay plugged into the head and would push back through with a finger. So I ordered the injector connector from Accurate diesel to replace that. In removing the old connector from the solenoid one of the pins came off the wire because of a poor crimp. I soldered it back on and performed the installation. If you're ever in this position don't do this, I got an intermittent misfire on that cylinder from doing so. So I got some new pins and the proper crimp tool and pulled everything out to start over. Got everything reinstalled and put back together. Everything ran great, no more misfire. However when I went to start it back up after cooling off, had a long crank to start. So here I am with an HPO leak somewhere. My dummy plug and stand pipes look good but I did replace the dummy plug. I put shop air to the rail and can hear a leak, it's hard to tell where it's coming from. I pulled the rail back out of the truck and installed both my dummy plugs, put c clamps with a piece of rubber over the nipples. When I add pressure I get no leaking from either plug or the nipple cups. Put back in the truck and i get something coming from under the rail. Really sounds like the #6 injector, which makes me think it's the upper o ring that seals the rail nipple. I still have both plugs in at this point so I shouldn’t have air going back to the ipr to necessiate closing that. Anything I'm missing anything or other thoughts?
Thanks for any help

edit: a couple missing words

 

If you're confident that your nipple cups are tight in the oil rail, then inspect with bright light the top injector o-ring. I think you're not far off.