Nice lookin' truck Erhoth! My adventure/trail/work rig is a very similar truck, a 1992 K1500 RCSB that I explore, wheel and camp with here in Washington state and Oregon (and hopefully a trip to BC-Canada in the next year). The dangers of messing up your paint and damaging your rig has been well covered here, so I won't go into that. There are so many variables... As someone said back in the day "choose your own level of risk."
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My truck has plenty of trail "pinstripes" but it also has a bad paint re-spray that was done before I bought it (that is now failing), so while I don't purposely abuse the paint (or truck), scratches are just the cost of doing business, especially where there is a lot of low-hanging brush in the northwest (I try to remember to carry loppers and a small chainsaw).
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I'll tell you briefly about my rig with some photos and you can take from it what you may. Not trying to hijack the thread, but it may be useful info for you. It's a 1992 K1500 with a factory TBI 5.7, NV4500, NP241 and 3.73 gears (no G80, locker or LSD) clocking in at 282,000 miles. The only "modifications" I've done to it are adding oversize, good all terrain tires on NBS wheels (33" E-rated 285/75R16 BFG K02s), KYB Monomax shock absorbers, giving the front torsion bars a slight crank (not maxed out) and adding Cunningham Machine Tie Rod Sleeves while was rebuilding the steering. When the radiator went out, I also upgraded it to the large 34" wide bigblock/tow package unit as well because...why not. That's it. It's totally stock otherwise.
Having the redicously low 1st gear in the NV4500 5-speed manual in low range is very useful, but also sometimes having an MT on loose, rocky stuff can be a PIA.
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The biggest thing that has helped while trail running is airing down the tires to 15-20psi which makes the ride significantly better and lets the tires work well because the contact patch grows and the sidewalls flex. I know y'all have shale roads and other rock hazards in Colorado, so as with everything, prep-and technique changes with the region (NW vs SW vs SE vs NE vs. MW etc). Of course, then you have to air-up later. My tire bag has a Vair 88P 12V pump, an ARB air down tool, a stick tire gauge and a good plug kit.
So far, with careful driving and good technique (which more often then not includes a buddy in another truck who can act as a spotter), it has gone everywhere I wanted to go including the Naches Trail, twice, and some pretty fun low-key rock crawling. When in doubt, I always try to get out of the truck and walk ahead to see if the trail is what I think it is to avoid disaster. Going slow and taking your time is key. Rushing almost always causes issues. Going slow and scouting ahead allows you to see where to pick your line, see trouble spots and identify issues before they happen.
If you're trying a trail/route that is more challenging, definitely having an experienced buddy along who's willing to guide and help with you is important as well. Lord knows my wheeling buddy sees a lot of stuff I fail to and warns me via walkie talkie.
Also having a good set of recovery gear and knowing how to use it is important. I carry a bunch of heavy tow straps, tree straps in various lengths and an 8,000 pound come-along as well as a good shovel. A winch would be better, but isn't quite in the budget yet.
After wheeling and exploring in this rig for years now, my only "want" has been a selectable rear differential locker (Eaton E-locker) because in off-camber situations, sometimes that extra rear traction would be handy. Maybe someday. I was told early on that the width of my "full size rig" would be a problem but so far it hasn't been as issue, as most modern jeeps are wider then the 77" that the GMT400 is.
Apologies for the novel of text here, but hopefully there's something helpful in here for ya. Huh, just realized this is my first post here. Anywho, thanks for all the members on GMT400 that have given me endless tech tips over the years!
