The critical factors are lift curve slope and wing loading. Let's concentrate on wing loading.
Roughly speaking, gust response is inversely proportional to wing loading. So double the wing loading, you halve the response. Big metal tends to have a much higher wing loading than light metal, and so responds much less.
At the same time, we also need to think about inertia and g-limits.
Big aeroplanes have much higher inertia, so as the forces due to turbulence are applied, they tend to accelerate more slowly. This means that the lighter aeroplane will move more - a further impact, but at the same time the movement relieves internal stresses on the aircraft.
Also g-limits, a typical light aeroplane has g-limits of about 3.8g, and a glider somewhat more. A typical airliner 2.5g.
So, in the big jet you will get, and feel much less response than in the little aeroplane. On the other hand, for the same response, the big jet is more breakable, whilst the little aeroplane is more likely to be put (temporarily, one hopes) out of control.
G