Thanks for the response and clarification STC!
You are right, since I do not have the car, there is nothing more to do other than some left out thoughts that you my answer if you got time to do so.
Well, then I understand what happens at the end of frame 9 when the pressure rises on the LP side as well as the drop on HP side - should have known that. But ... I was also thinking of the LP pump fluctuation and not being stable in my previous post, but did not find right words for it then.
What also caught my eyes was, when zooming right at the pressure peak in frame 9, that there are three peaks and then a heavy drop at LP side and then continue like that with same pattern. First and second peak is just about the same in amplitude, but third is much lower. I am not saying that it has something to do with this particular fault, but I am really curious why this happens. However, there is three pressure peaks which could point to three successively, mechanical movements and shouldn't they be equal in amplitude? I may be far out of how it really works, but it is just an idea I got

Could it mean a faulty HP pump pressure pattern as I believe it has to do with changes in pressure when pump inlet open? Could be, again, far out of reality... Tried to find a data sheet on this Continental HP pump in order to understand how it mechanically works, but to no avail.
Further more, pressure rise for both LP and HP seems to align pretty well and that made me wonder how that could be... Wouldn't a rise on the LP/HP side mean more flow from the LP pump, but ... looking at the wiring diagram for the LP pump circuit that consists of an ordinary pump relay controlled by the ECM, no. There is nothing there that could command an increased fuel delivery. Do not know if my wiring diagram has left out any parts though... Had a couple of more thoughts, but I can not recreate them because I am to tired
Thanks STC!
Bjorn