If the compressor kicks in and out then the charge may be low. If you can catch a period where the compressor isn't running you can pull the connector off the low pressure switch on the receiver/drier and check for continuity across the pressostat terminals or put a jumper wire into the connector to see if the compressor now kicks in.

If the rear main seal is leaking and you want to try deferring replacement then consider switching to a high mileage oil which contain seal conditioners. Seal conditioners soften and pucker old seals a bit and if they're not leaking too badly the leaking may stop. You can also add your own seal conditioners.

The headlight assembly and grill didn't change for '95. If yours is different then someone seemingly converted the headlights and grill to European e-code headlamps -I'm envious. These weren't available in the North American market, either US or Canada.

Your '95 940 B230FD NA will be LH 2.4 with a single main in-tank pump, as will a '95 940 B230FT turbo. 1994 was a changeover year. A '94 940 B230FT turbo or B230FD NA with LH 2.4 should be like the older LH 2.4 systems with an in-tank pre-pump and main pump underneath the car. A '94 940 NA with Regina will have a different single in-tank pump.

Both my '95 940s (NA and turbo) are Canadian market cars. There should be few differences between the Canadian and US market 940s other than bilingual labels, the speedometer/odometer in kilometres and full-time DRL (cannot turn the park lights off when the ignition is ON in KPII). Canadian 940s got the full Nordic/winter package including an ambient temp gauge with frost warning light, heated outside L/R mirrors, and heated front seats, which many of the US models also got. It varied during final 940 production whether the base and turbo 940 models came with alloys, sunroof, leather and roof rails as standard options when they arrived at the dealership. I've seen all sorts of exceptions to standard trim in the late 940s.

If the horn doesn't work and fuse 15 is verified as okay and if the wipers also work then the problem is likely at the steering wheel. If neither horn button works while turning the steering wheel back and forth then it's possibly a worn contact button in the back of the steering wheel or a very grungy contact ring on the SRS contact reel (clockspring) at the top of the steering column. If you find yourself a wiring diagram you'll see the horns get their power from the wiper switch connector and their ground back up through the contact reel to the horn buttons and thence to the steering column as chassis ground. Although it's possible both horn buttons are faulty, normally only one wouldn't work -see the FAQ for info on the horn buttons. Otherwise the next step would be removing the air bag and steering wheel to get at the horn contact to see what's going on there.

See the FAQ here for steering wheel removal procedures.

*** Be absolutely sure to first disconnect the battery to disable the SRS controller (wait 1-2 minutes to fully discharge) before removing the air bag or disconnecting/reconnecting ANY orange connectors and NEVER ever probe with a meter into an orange SRS connector ***.

Removal of the steering wheel and clockspring requires special procedures to straighten the wheels, remove the steering column nut and then lock the clockspring before removing the steering wheel by advancing the screw into a notched tab and have both the clockspring and steering column in their neutral positions for re-installation. NB. turning the steering wheel with the clockspring locked can easily break the plastic clockspring, which are no longer available from Volvo, so don't forget to unlock it before tightening the steering nut. Also, if the clockspring is not installed in its neutral position (mid-point of the spring wind) with the wheels straight ahead then it may soon break during hard steering.
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Dave -still with 940's, prev 740/240/140/120 You'd think I'd have learned by now