Well, it's been a couple of weeks since the MIL came on so here's what's happened since then:
Nothing.
The light came on Friday after work, so Saturday morning I double checked all the wiring connections and it was all tight. Later Saturday night I really wanted to have a look under the atomizer cover so having done the job already, I knew I could be in there in 20 minutes or so. Within 20 minutes I had the ignitor and exhaust sensor out as well as 3 of the 4 atomizer screws. 3 hours later I still didn't have the last screw out. It was that one you just can't see but have to remove by feel, and the pin-in-head torx bit just slipped--stripped head in the screw. I tried several other types of bits to force it loose, but I only broke or ruined anything I tried to use or alter to fit. So, since it was already dark and I ran out of cuss words I put it all back together and drove it for a few miles--MIL still on. I did notice that plugging in the exhaust sensor, it seemed to click into place but something didn't seem right so I pushed it in a little harder and it moved in a considerable amount more and seated firmly.
Woke up later still stewing about this and remembered that this time I didn't plug the wiring plug into the top of the ignitor. Sunday I got under there and plugged it in, started the truck and still the MIL is on.
Monday I started trying to find someone with DX2 software to have a look at it. A client has a cousin who works at Ryder and takes care of his fleet so I tried to catch up with him, but never could. Probably also going to need the atomizer removed so I can grind off that stripped bolt. Monday leaving work I checked in on the trouble codes and there was no active fault--only an inactive one, but MIL still on. Parked at home, turned the truck off and then on again and still the MIL, but now no codes--active or inactive. Turned off and then on again and the MIL is out.
I wanted to wait for a regen to make sure it was good, and that didn't happen for over a week. Its been a few days since the regen and still no sign of a code or MIL. My guess is that maybe the exhaust sensor plug might not have been fully seated, or is it possible that since the fuel pressure was running on the low side for so long due to the leak that the computer "learned" it to be on the low side and adapted to it, then finding it suddenly higher triggered a fault? I recall some OBD II systems doing that in the past, but I don't remember what sensors they were associated with. It might explain why the guy Hino123 works with has some reseal jobs come back with high pressure readings.
BTW, I ordered some new Torx bits and the "stripped" bolt came right out. My bit must have been worn down and the pin was bottoming out in the bit so that the torx teeth weren't seating all the way down. So, it's all good and I still would do a reseal on my own again if I ever had to.
