Deka Intimidator's did poorly when capacity tested in PSOC( partial state of charge) deep cycle duty by practical sailor magazine.
But Your jeep is not deep cycling it so it their testing relevant? Can't prove it either way. not without actual experimentation and data collection for comparison.
Odyssey AGM are considered among the best available AGM's.
Here is their 'conditioning' procedure:
https://www.odysseybattery.com/documents/ODYSSEY_Battery_Reconditioning_Charge_Procedure.pdf
I'd perhaps not use quite as high an amperage source with an Intimidator , but use at least 30 amps per 100Ah of capacity, and monitor it for excessive heat build up. Just keep it under 100F. The temp will help dissolve sulfation, but this does not mean get it to 150f while laughing like a maniac.
If you can actually accomplish the proper recharge according to their procedure, i would be surprised if your conductance tester's results does not improve markedly.
Lifeline AGM are considered the top dog of Deep cycle AGM battery manufacturers. They have a different reconditioning procedure.
Scroll to page 21.
http://lifelinebatteries.com/wp-content/uploads/2015/12/6-0101-Rev-E-Lifeline-Technical-Manual.pdf
keep scrolling for their 'deep discharge' recovery procedure.
Both procedures require a capability your existing charging equipment likely does not have.
I have performed the Odyssey procedure on my Northstar AGM( sold as X2power at batteries +) a few times, and while I don't bother with conductance testers, the procedure did improve subsequent times to reach full charge, and the voltage retention in deep cycle duties thereafter.
the Lifeline procedure requires 8 hours holding the battery at 15.5v after a normal full recharge, which means holding their battery at 14.4v until amps taper to 0.55 of the battery capacity measured at the 20 hour rate.
Lifeline is the ONLY AGM manufacturer to recommend voltages this high. UP to you whether you care to release some of the gas of your Deka, but one significant overcharge is not going to 'dry out' an Agm, and the vents do not forever remain open once their psi rating is exceeded, so disregard any online BS you might have read claiming that.
Since your equipment will likely not be able to attain the amperage listed by Odyssey, nor hold 14.7v as long as they say, that does not mean that leaving the headlights on until the battery falls to 10v and then using whatever large amperage charging source you do have, will not be somewhat effective in improving the numbers your conductance tester spits out.
Just putting a 95% charged battery older battery on a smart charger does not have the same effect as discharging the battery fully and then instantly putting it on a charger, getting it warm to perhaps almost hot with a higher amp charging source applied for longer., and then preferably hold 14.4 to 14.7v until amps taper to less than 0.5. is a very valid procedure, and can take 12 hours for amps to taper to that level on a sulfated battery
Perhaps tapering to 0.35amps @ 14.4 to 14.7v would be better for your group size battery.
On deep cycle batteries, they condemn them when capacity declines to 80% of new. But this condemnation is designed for blue water sailors, who can't just run to the store and get another, or might notbe able to get a quality battery at whatever port they next visit.
Don't know of a specific CCA reduction condemnation threshold. carry a jumper pack and when it fails, see what your conductance meter says of the failed battery.
The data would be useful to all of us.