Not to throw a wrench here, and generally I agree with the O-200 series with the "you can't hurt it" commentary...
But until you get above about 10000 DA in the O-470, you can still produce over 65% power and you're not down in the "lean it to whatever you want" range. Enriching to "smooth" my still put you square in the fabled "red box" of high cylinder pressures.
According to my perusal of our 1975 C-182P manual (it's not a POH), and studying the "red box" charts, you need to enrichen to 200-225 degrees rich of peak CHT or go to LOP (virtually impossible with the O-470s induction system but sometimes do-able by cocking the throttle plate by backing off slightly from WOT and using a Carb Heat temperature gauge to get an optimal temperature for fuel atomization with partial carb heat) to stay out of the "red box" doghouse.
All that hoo-hah above to set the stage for... I usually need 2 1/2 to 3 half turns in from CHT peak or engine roughness to get a 200 degree drop. The O-470 as installed on most Skylanes with limited cowl space and with GOOD baffles, needs a bit more help from fuel to cool off. In almost any climb up here at always high DA, or a hot day even in cruise, the cowl flaps may need to be open.
I was recently talking to Kent on the phone lamenting that it was hard to cool the beasts up here, and he reminded me that denser air down where he lives means he actually gets some cooling through the cowling on "his" 182, whereas up here, we struggle to shove enough air through to cool off the engine.
So something to keep in mind. The O-200 may not cook itself in a C-150/152, and the O-470 might in a C-182 up here. The engines would otherwise have the same leaning procedures and I would agree that "enrichen to smooth" generally works... But the bigger engine is cranking out more heat overall and may need a combination of faster climb speed (slower climb rate), say 100 MPH in the climb, keep the cowl flaps wide open, give her another twist in of the mixture knob, and watch those CHTs. They're still the limiting factor up here, even if the book says "lean to peak" is okay at 65% power.
If you don't have enough air removing heat on a hot day at 65% power, you're still abusing the cylinders above 400.
Same thing happens up here with turbofan engines... The limiting factor becomes temperature at high DA airports.