There is more to this, and the formula used takes into consideration;
- The lift curve slope - plan form aspect ratio
- Air density - increased TAS reduces effective gust angle, < R/angles
- Wing loading - A/C ability to react to the gust
- Other things - leading edge radius, IAS
If the scenario were pulling out of a dive at 4g the effective wing loading is 4 times at this moment. Therefore the same gust would create less vertical deflection of the flight path and the pilot/g meter would sense lower g increase than for a lower wing loading. However the bending moment on the wings would still exist commensurate with the lift curve slope, ie strong slope for high aspect ratio and lesser slope for delta form.
So perhaps when at 4g and you encounter the previous gust that created a 2g increase, in this circumstance it may be slightly less, 4+ 1.5g for example.
For the long and complex answer see pg. 332 of Naval Aviators.
Good question.