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One side of a engine control wire harness connector includes projecting clips of some sort to secure over barbs or edges of the other connector that ensures the connector won't separate over time.
You carefully prise open one or (if configured as such) both clips, gently, as age and exposure and engine bay heat can embrittle the ABS or other plastic material comprising the connector.
Though beware as some of the connector pins may be powered without the key in the ignition.
There may be a recess inside the larger connector that include some sort of silicon seals. These can fall out!
The best treatment you can use on such low voltage DC power and signal-carrying wire harness, at the connectors, is (properly stylized) the dielectric DeoxIT as a spray, oil, grease, and other preparations. Works great in power window and power seat switches. See www.caig.com.
To my recollection, the engine speed sensor, or crank position sensor (CPS) lead clips to the a wire harness connector. Though as I'm uncertain, I guess there may be an intermediate wire harness connector between that in the engine bay and that which passes through the fire wall bulkhead. I'll guess you've traced the connector, and are certain the CPS is not at fault and is causing the ignition control module to report (blink) fault code 1-4-3.
Unless you have the more detailed factory green manual for your 940, we have the:
http://www.volvowiringdiagrams.com/
You have the PDFs for each 940 year for North America as line-art illustration diagrams.
You also have the folder-directory labeled "Haynes 940" that may be helpful, and is a new addition to the directory. The images are high resolution greyscale jpeg files in UK-English.
Questions?
Hope that helps you.
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