Hi Pablo,
I can't give you any specific information, because, as you've said so correctly, each aircraft is uniquely different.
What I've done for each new type conversion after going through the 'official' pilot oriented training process, is to befriend an engineer to take me for a walk-around for a more in-depth appreciation of the really important things to look for.
A few years ago I had the pleasure of doing the pilot training of an ex Line Maintenance Engineer for the same aircraft type, and, in a temporary role reversal of the Instructor / Student relationship, had him give me a thorough 'hands-on' external check as would be conducted by the Line Maintenance guys during a turn-round. It was a good education in the sometimes very subtle signs of an impending problem, and the elimination of a few items that may look bad to the untrained eye, but were in fact insignificant. These guys (sorry, and a few girls too) are a gold mine of good practical information - how to spot possible overstress, where and how a hydraulic leak will show itself, where is it normal to see oil / hydraulic drips etc....the list goes on.
It's nice to see that some pilots are still very keen to know as much about their aircraft as possible.