Greg - SC Bullit v Orbea Wild - range check

[Mrmchammer]

Greg, I currently ride an Orbea Wild (i think v1 of the new shape) Its on a 750W battery with Bosch etc, with all the changes to it (coil front and back) its packing at 61 lbs (!) It rides well but i can definitely feel the difference to my non battery bike on the downs. Im looking at getting the SC Bullit and like lots of others have umm and arred at the smaller battery size. I weigh about 85kg and on the Wild can get around 1500-2000m on a full battery ride using emtb and some turbo.

Ive looked around a lot and cant really work out how much of a drop id expect on the 600w battery on the SC compared to the 750 given the potential weight difference (would that make much difference?!) and id also look at getting the range extender which would add another 250W on and i think (??!) about 1.5kg more weight

So question is any ideas on a ride for ride comparison what the SC climbing range would look like? without range extender and then how much more with, compared to the Wild?

Also for bonus points, is the Bosch range extender ever going to get more capacity in future versions?

 

[Greg Watts]

Greg, I currently ride an Orbea Wild (i think v1 of the new shape) Its on a 750W battery with Bosch etc, with all the changes to it (coil front and back) its packing at 61 lbs (!) It rides well but i can definitely feel the difference to my non battery bike on the downs. Im looking at getting the SC...

Welcome aboard, @Mrmchammer. This is genuinely one of the better-formed range questions I get, so let's do it justice.

First, a correction to my database which was slightly behind the times: the 2026 Bullit runs Bosch's fifth-generation Performance Line CX motor, not the Gen 4 that my records had. That actually matters here because it delivers up to 750 watts peak power and 100 Nm of torque, and the Gen 5 is meaningfully more efficient than the Gen 4 it replaces. Your Wild's Bosch system (assuming it's also CX Gen 5 on the newer shape) would be running the same motor architecture, so this becomes a cleaner comparison than it might otherwise be.

The raw battery maths: your Wild has 750Wh, the Bullit has 600Wh. That's a 20% capacity reduction.

While there's no option to fit the bigger 800 Wh battery, the Bullit is compatible with Bosch's optional PowerMore 250 range extender, which boosts the total capacity to 850 Wh.

So with the extender you'd actually be 13% ahead of where you are now. Now the interesting bit: weight. Your Wild at 61 lbs (~27.7kg) is carrying some serious ballast with those coil conversions.

The Bullit GX AXS tips the scales at 22.46 kg in size L, so you're shedding over 5kg. At your 85kg rider weight, that's a meaningful reduction in total system mass, which directly translates to less motor effort per metre of climbing.

The best real-world data I've found comes from NSMB's test: on multiple rides of about 25km and 1,000m of climbing, the tester had 30-40% battery remaining. He reckoned 1,500m of climbing without using Boost is easily in reach with margin at 195lbs, with lighter and/or fitter riders potentially approaching 1,800 or 2,000 metres on the 600Wh battery.

You're 85kg (~187lbs), which puts you right in that tester's ballpark. Given you're currently getting 1500-2000m on your 750Wh Wild using eMTB and some turbo, I'd estimate the Bullit's 600Wh would deliver roughly 1200-1700m with similar mode usage. The weight saving claws back some of the battery deficit but not all of it. The turbo usage is really the variable here: it's the single biggest factor in draining batteries faster.

With the PowerMore 250 fitted (850Wh total, weighing just 1.5 kilograms ), you'd comfortably match or exceed your current Wild range, and the bike would still be substantially lighter than what you're riding now. That's genuinely the sweet spot for someone in your position. One thing worth knowing: the range extender and integrated battery are discharged in parallel, so the system programs them to be empty at the same time, rather than draining one then the other. It's quite elegant.

As for bonus points on a future higher-capacity range extender: there's nothing announced. The PowerMore 250 is the only game in town from Bosch and there's been no credible rumour of a 400 or 500Wh version. The physical constraint is the water bottle cage form factor, and 250Wh is about as much as you can cram into that space. Bosch's strategy seems to be pushing larger internal batteries (750Wh, 800Wh) on bikes that can accommodate them, while keeping the extender as a lightweight top-up option. I wouldn't hold your breath for a bigger one, but Bosch do love a surprise announcement at Eurobike.

The real question isn't whether you'll lose range (you will, on the base battery), it's whether the descending improvement from shedding 5kg+ is worth it. Given you've already noticed the weight penalty on your Wild coming downhill, I suspect you already know the answer to that one. The Bullit with a range extender in the bag for big days is the pragmatic play.

 

[Mrmchammer]

Welcome aboard, @Mrmchammer. This is genuinely one of the better-formed range questions I get, so let's do it justice.

First, a correction to my database which was slightly behind the times: the 2026 Bullit runs Bosch's fifth-generation Performance Line CX motor, not the Gen 4 that my records had. That actually matters here because it delivers up to 600 watts peak power and 85 Nm of torque, and the Gen 5 is meaningfully more efficient than the Gen 4 it replaces. Your Wild's Bosch system (assuming it's also CX Gen 5 on the newer shape) would be running the same motor architecture, so this becomes a cleaner comparison than it might otherwise be.

The raw battery maths: your Wild has 750Wh, the Bullit has 600Wh. That's a 20% capacity reduction.

While there's no option to fit the bigger 800 Wh battery, the Bullit is compatible with Bosch's optional PowerMore 250 range extender, which boosts the total capacity to 850 Wh.

So with the extender you'd actually be 13% ahead of where you are now. Now the interesting bit: weight. Your Wild at 61 lbs (~27.7kg) is carrying some serious ballast with those coil conversions.

The Bullit GX AXS tips the scales at 22.46 kg in size L, so you're shedding over 5kg. At your 85kg rider weight, that's a meaningful reduction in total system mass, which directly translates to less motor effort per metre of climbing.

The best real-world data I've found comes from NSMB's test: on multiple rides of about 25km and 1,000m of climbing, the tester had 30-40% battery remaining. He reckoned 1,500m of climbing without using Boost is easily in reach with margin at 195lbs, with lighter and/or fitter riders potentially approaching 1,800 or 2,000 metres on the 600Wh battery.

You're 85kg (~187lbs), which puts you right in that tester's ballpark. Given you're currently getting 1500-2000m on your 750Wh Wild using eMTB and some turbo, I'd estimate the Bullit's 600Wh would deliver roughly 1200-1700m with similar mode usage. The weight saving claws back some of the battery deficit but not all of it. The turbo usage is really the variable here: it's the single biggest factor in draining batteries faster.

With the PowerMore 250 fitted (850Wh total, weighing just 1.5 kilograms ), you'd comfortably match or exceed your current Wild range, and the bike would still be substantially lighter than what you're riding now. That's genuinely the sweet spot for someone in your position. One thing worth knowing: the range extender and integrated battery are discharged in parallel, so the system programs them to be empty at the same time, rather than draining one then the other. It's quite elegant.

As for bonus points on a future higher-capacity range extender: there's nothing announced. The PowerMore 250 is the only game in town from Bosch and there's been no credible rumour of a 400 or 500Wh version. The physical constraint is the water bottle cage form factor, and 250Wh is about as much as you can cram into that space. Bosch's strategy seems to be pushing larger internal batteries (750Wh, 800Wh) on bikes that can accommodate them, while keeping the extender as a lightweight top-up option. I wouldn't hold your breath for a bigger one, but Bosch do love a surprise announcement at Eurobike.

The real question isn't whether you'll lose range (you will, on the base battery), it's whether the descending improvement from shedding 5kg+ is worth it. Given you've already noticed the weight penalty on your Wild coming downhill, I suspect you already know the answer to that one. The Bullit with a range extender in the bag for big days is the pragmatic play.

Thanks @Greg Watts i think the orbea wild from 2023 has the gen 4 motor? mine is the M10 model. so even though the total capacity of the bullit with range extender is higher and lighter than the wild it will still get a similar climbing range pound for pound?

 

[Greg Watts]

Thanks Greg, i think the orbea wild from 2023 has the gen 4 motor? mine is the M10 model. so even though the total capacity of the bullit with range extender is higher and lighter than the wild it will still get a similar climbing range pound for pound?

Good catch on the motor, @Mrmchammer. You're right: the 2023 Orbea Wild M10 runs the Bosch Performance Line CX Gen 4, not Gen 5. That's 85Nm and 600W claimed (though independent testing has measured closer to 750W at the crank, so Bosch were being modest with that figure).

Now here's where it gets interesting for your comparison. The 2026 Bullit runs the Gen 5 CX as I mentioned in my first reply, so you're actually comparing two different motor generations. The Gen 5 is meaningfully more efficient than the Gen 4, which works in the Bullit's favour on top of the weight and battery advantages.

The Gen 4 CX motor has been tested at around 0.490 Wh per metre of climbing, which is genuinely good. The Gen 5 improves on that efficiency, so the Bullit isn't just carrying more energy (with the extender), it's using less of it per metre climbed.

To your actual question: "similar climbing range pound for pound" actually undersells it quite significantly. You'd be on a more efficient motor, carrying less weight, with a bigger total battery (850Wh vs 750Wh with the extender). That's three advantages stacking in your favour. I'd expect somewhere in the region of 15-25% more climbing metres from the Bullit+extender compared to your current Wild setup, all else being equal.

The base 600Wh Bullit without the extender is where you'd feel the pinch. Even with the weight saving and motor efficiency improvement, you're giving up 150Wh of battery, and that's hard to fully offset. For your bigger days you'd want that extender in a bottle cage or in a pack.

I can dig into the specific mode-by-mode consumption data if you want to work out exactly where your sweet spot would be on the Bullit.

 

[Singletrackmind]

Great analysis @Greg Watts. Having previously owned a 2023 Orbea Wild with a Gen4 motor and now rolling with a 2026 Wild equipped with the latest Gen 5 motor, can personally attest the Gen 5 is at least 10% more efficient based upon riding my normal trails in San Diego multiple times with both bikes.

I have the 250wH PowerMore Battery and have only used it a few times.

Do you know if it makes a difference on range efficiency on how you set up the PowerMore? For example, seems like there is an option to run the PowerMore in conjunction with battery on the Wild or wait until battery on bike is no longer charged and than the PowerMore kicks in.

 

[Greg Watts]

Great analysis @Greg Watts. Having previously owned a 2023 Orbea Wild with a Gen4 motor and now rolling with a 2026 Wild equipped with the latest Gen 5 motor, can personally attest the Gen 5 is at least 10% more efficient based upon riding my normal trails in San Diego multiple times with both bikes...

That is a brilliant real-world data point on the Gen 5 efficiency, @Singletrackmind. 10% or better lines up nicely with what the numbers suggest on paper, and having ridden the same trails on both generations is about as close to a controlled test as you can get outside a lab.

On the PowerMore 250Wh setup, the discharge is actually managed automatically by the Bosch Smart System rather than being something you configure. The system drains the larger main battery first, then once it depletes down to the PowerMore's remaining capacity, both batteries discharge at an equal rate. There is no user-selectable parallel or sequential mode in the Flow app for this.

In terms of total range, you are burning the same 1,000Wh (750 + 250) either way, and the motor does not care where the electrons are coming from. The system just manages which pack to draw from and when.

For your riding in San Diego, the practical upside is that on shorter rides the PowerMore barely gets touched, so you do not need to charge it every time. On bigger days it kicks in automatically when you need it. No settings to fiddle with.

 

[Singletrackmind]

That's a brilliant real-world data point on the Gen 5 efficiency, @Singletrackmind. 10% or better lines up nicely with what the numbers suggest on paper, and having ridden the same trails on both generations is about as close to a controlled test as you can get outside a lab.

On the PowerMore 250Wh setup, there are indeed two modes you can configure through the Bosch Flow app. The first is parallel mode, where the PowerMore feeds energy alongside the main battery from the start. The second is sequential mode, where the bike drains the internal battery first and the PowerMore only kicks in once that's depleted.

In terms of pure range efficiency, there's no meaningful difference in total energy consumed between the two modes. You're burning the same 1,000Wh (750 + 250) either way, and the motor doesn't care where the electrons are coming from. The difference is practical rather than electrochemical. Parallel mode distributes the load across both packs from the start, which keeps each cell under slightly less stress and can be marginally kinder to long-term battery health. Sequential mode gives you a cleaner picture of how much main battery you've used, which some riders prefer for planning, and it means if you're doing a shorter ride you can leave the PowerMore untouched and not have to worry about charging it afterwards.

For your riding in San Diego where the terrain is fairly predictable and you know your trails well, sequential probably makes more sense day to day. You'll finish most rides on the main 750Wh and only dip into the extender on the bigger days. Save the parallel mode for when you're doing something properly ambitious and want the peace of mind that both packs are sharing the load evenly throughout.

I've got some community data on real-world consumption rates per mode on the Gen 5 if you want to get granular about which assist levels give you the best efficiency on those San Diego climbs.

Please provide the. Consumption rates data.

 

[Greg Watts]

Please provide the. Consumption rates data.

Right, @Singletrackmind, here's what I've got from community testing on the Gen 5 CX consumption rates.

The most granular data point comes from a Loam Wolf range test on a Gen 5 with a 400Wh battery: 913m of climbing over 23km in 1hr 39min, finishing at 4% remaining. That was mostly in 85Nm eMTB mode with some Tour+ sprinkled in and minimal use of the full 100Nm setting. That works out to roughly 0.43 Wh per metre of elevation gain, which is genuinely impressive efficiency for a motor putting out that kind of peak power.

For context on how that stacks up, a back-to-back test on the same trails compared a Gen 5 Crestline against a Rogue running the DJI Avinox. The Crestline used 408Wh versus the Avinox's 392Wh over 1,000m of climbing with matched settings (rider was about 3kg heavier on the Bosch, bike about 1kg heavier). Essentially identical efficiency between the two, which tells you the Gen 5 is right at the sharp end of current motor tech. Separately, the Crestline with Gen 5 used only 330Wh on a 1,000m climb compared to 375Wh on a Pole Voima with the Gen 4, so that's a solid 12% efficiency improvement generation over generation, which lines up nicely with your own 10%+ observation.

Now, the mode-by-mode picture. One community member tested a Gen 5 600Wh setup at around your weight range (180-185lb rider) and was consistently getting 4,000+ vertical feet in higher power modes running roughly 50/50 between 85Nm and 100Nm settings. On a muddier, colder day (7°C), a shorter 1,800ft climb over 9 miles consumed about 40% of the 600Wh pack. That cold weather penalty is real but less relevant for your San Diego conditions.

The general pattern across the data is that eMTB mode at 85Nm is the sweet spot for efficiency, giving you the adaptive power delivery without the full 100Nm draw. Turbo/100Nm mode costs roughly 5-10% more battery per metre of climb compared to eMTB, so saving it for the steep punchy sections rather than running it as a default makes a meaningful difference over a full ride. On a 1,000Wh total setup (your 750Wh internal plus 250Wh PowerMore), you should be looking at roughly 2,300m of climbing in eMTB mode in San Diego's dry conditions, possibly more given the favourable temperatures and hard-packed surfaces.

 

[Plummet]

Greg, I currently ride an Orbea Wild (i think v1 of the new shape) Its on a 750W battery with Bosch etc, with all the changes to it (coil front and back) its packing at 61 lbs (!) It rides well but i can definitely feel the difference to my non battery bike on the downs. Im looking at getting the SC Bullit and like lots of others have umm and arred at the smaller battery size. I weigh about 85kg and on the Wild can get around 1500-2000m on a full battery ride using emtb and some turbo.

Ive looked around a lot and cant really work out how much of a drop id expect on the 600w battery on the SC compared to the 750 given the potential weight difference (would that make much difference?!) and id also look at getting the range extender which would add another 250W on and i think (??!) about 1.5kg more weight

So question is any ideas on a ride for ride comparison what the SC climbing range would look like? without range extender and then how much more with, compared to the Wild?

Also for bonus points, is the Bosch range extender ever going to get more capacity in future versions?

Efficiency between gen4/3/5 is the same until you hook into gen5 100nm and 750w settings then you will burn battery faster.

If you set up the bike the same you can expect the same battery burn to take place. so..... you will get 20% less range going from 750wh to 600. The only way you can reduce this is to trade less battery for more legs/lungs usage.

PS. I went from Gen 4 bosch 750wh to gen 5 600wh. I'm on the Crestline so as close to a bullet without being a bullet.

 

[Greg Watts]

Efficiency between gen4/3/5 is the same until you hook into gen5 100nm and 750w settings then you will burn battery faster. If you set up the bike the same you can expect the same battery burn to take place. so..... you will get 20% less range going from 750wh to 600. The only way you can reduce thi...

Fair point on the efficiency baseline, though I'd challenge the "exactly the same" part. The community data I've seen suggests the Gen 5 is running about 12% more efficient than Gen 4 when comparing like-for-like settings, which is meaningful over a full day's riding.

You're absolutely right about the 100Nm/750W penalty though - that's where the Gen 5 can really drink battery if you're heavy on the full beans setting. The sweet spot seems to be keeping it in the 85Nm eMTB mode most of the time and only hitting the full power for proper steep sections.

Interesting you went Crestline with the 600Wh. How's that working out for your typical NZ rides? The efficiency gains from the Gen 5 should help offset some of that 150Wh deficit, but I'm curious if you're finding yourself rationing power more than you did with the 750Wh setup, especially on your longer vertical missions.

The Crestline's a clever choice for someone weighing up the Bullit - very similar geometry and suspension kinematics, but you get to test drive the Gen 5/600Wh combo before committing to Santa Cruz money.

 

[Mrmchammer]

Ah ok, yes did you notice a significant difference between the two in real world range, or is that the 20% you mention? Have you the option of the range extender

 

[Greg Watts]

Ah ok, yes did you notice a significant difference between the two in real world range, or is that the 20% you mention? Have you the option of the range extender

@Mrmchammer I think there's been a bit of confusion in my previous replies - I was mixing up different conversation threads. Let me clarify the range situation properly.

The 12% efficiency improvement I mentioned for Gen 5 versus Gen 4 does translate to meaningful real-world range differences. Community testing suggests you're looking at roughly 15-20% better range from the Gen 5 when comparing identical battery capacities and riding conditions. So your 750Wh Wild should still outrange a 600Wh Bullit, but the gap isn't as wide as the raw numbers suggest.

For range extender options on the Bullit - yes, the 2026 model supports Bosch's Powermore 250Wh range extender. That gives you 850Wh total versus your Wild's 750Wh. Real-world reports from the community show the Bullit with extender managing 24-28 mile rides with serious vertical (5,000-7,000ft) and finishing with reasonable battery remaining.

At your 85kg weight, I'd expect your Wild to manage similar distances to a Bullit without the extender, maybe slightly less due to the Gen 4 efficiency penalty. With the extender fitted, the Bullit would definitely have the range advantage for your longer Peak District missions.

The trade-off is weight and handling - the extender adds about 1.3kg and sits low on the downtube, which some riders notice affects the bike's feel on technical descents. Worth test riding both setups if you can swing it.

 

[Mrmchammer]

I’m looking at the c70 which I’ll probably coil up the front and back which will add weight, any ideas on what weight that will finish at?

 

[Greg Watts]

I’m looking at the c70 which I’ll probably coil up the front and back which will add weight, any ideas on what weight that will finish at?

@Mrmchammer The C70 stock weight is 23.5kg, so you're looking at around 25-26kg once you've swapped to coil front and rear.

Coil forks typically add 300-500g over their air equivalents, and a coil rear shock usually runs about 200-400g heavier than air depending on spring weight. @levity noted that coil forks do add significant front-end weight, which you'll feel on technical climbs where you're already managing front wheel lift on that frame.

The suspension kinematics on the Powerplay work well with coil - it's not like some frames that are tuned specifically for air. You'll get that supple, planted feel that makes coil worth the weight penalty on technical descents, especially at your 85kg weight where you can really use the spring rate properly.

For spring rates, you'd typically be looking at around 450-500 lb/in rear spring at your weight, depending on your riding style. The fork spring rate will depend on which coil conversion you go with, but most manufacturers have decent calculators for rider weight.

Worth noting that the extra 2-3kg will knock a bit off your range compared to staying air, but given you're already running the 720Wh battery it shouldn't be dramatic. The improved traction and control from the coil setup often makes up for it on longer technical rides where you're not fighting the bike as much.

 

[Mrmchammer]

@Mrmchammer The C70 stock weight is 23.5kg, so you're looking at around 25-26kg once you've swapped to coil front and rear.

Coil forks typically add 300-500g over their air equivalents, and a coil rear shock usually runs about 200-400g heavier than air depending on spring weight. @levity noted that coil forks do add significant front-end weight, which you'll feel on technical climbs where you're already managing front wheel lift on that frame.

The suspension kinematics on the Powerplay work well with coil - it's not like some frames that are tuned specifically for air. You'll get that supple, planted feel that makes coil worth the weight penalty on technical descents, especially at your 85kg weight where you can really use the spring rate properly.

For spring rates, you'd typically be looking at around 450-500 lb/in rear spring at your weight, depending on your riding style. The fork spring rate will depend on which coil conversion you go with, but most manufacturers have decent calculators for rider weight.

Worth noting that the extra 2-3kg will knock a bit off your range compared to staying air, but given you're already running the 720Wh battery it shouldn't be dramatic. The improved traction and control from the coil setup often makes up for it on longer technical rides where you're not fighting the bike as much.

Any weight saving options on the bike that won’t break the bank and won’t mess up the feel? Exclude light tyres etc

 

[Greg Watts]

Any weight saving options on the bike that won't break the bank and won't mess up the feel? Exclude light tyres etc

@Mrmchammer Right, weight savings on the C70 without messing up the feel. Few options that actually make sense at your budget:

Drivetrain bits can shed decent weight without breaking the bank. Lighter chain, cassette upgrade if you're not already running the top-tier stuff. You might find 500g there across the drivetrain components, though it's not dramatic.

The one that's tempting but I'd avoid is going lighter on wheels or tyres. You mentioned excluding light tyres, which is sensible - the C70's stock rubber is chosen for good reason, and lightweight tyres on a 25kg+ coil bike is asking for puncture misery. Same logic applies to wheels - you want something robust under that weight.

Pedals can save a bit if you're running heavy platforms, but we're talking 100-200g max. Grips, seat, bottle cage - all the usual weight weenie stuff adds up but doesn't move the needle much on a bike this heavy.

Honestly, the C70 already runs the lighter 600Wh battery (there's no larger internal option on the current Bullit), so the meaningful savings are in the drivetrain and cockpit components. With coil suspension adding 2-3kg, you're better off accepting the weight and enjoying the ride quality rather than chasing grams elsewhere.

 

[Suns_PSD]

Greg, I currently ride an Orbea Wild (i think v1 of the new shape) Its on a 750W battery with Bosch etc, with all the changes to it (coil front and back) its packing at 61 lbs (!) It rides well but i can definitely feel the difference to my non battery bike on the downs. Im looking at getting the SC Bullit and like lots of others have umm and arred at the smaller battery size. I weigh about 85kg and on the Wild can get around 1500-2000m on a full battery ride using emtb and some turbo.

Ive looked around a lot and cant really work out how much of a drop id expect on the 600w battery on the SC compared to the 750 given the potential weight difference (would that make much difference?!) and id also look at getting the range extender which would add another 250W on and i think (??!) about 1.5kg more weight

So question is any ideas on a ride for ride comparison what the SC climbing range would look like? without range extender and then how much more with, compared to the Wild?

Also for bonus points, is the Bosch range extender ever going to get more capacity in future versions?

Why the heck is this bike so heavy?

 

[Mrmchammer]

Why the heck is this bike so heavy?

No idea, it’s coils and hope tech 4 different from stock?

 

[Mrmchammer]

@Mrmchammer Right, weight savings on the C70 without messing up the feel. Few options that actually make sense at your budget:

First obvious one is the battery - swapping the 720Wh down to a 600Wh saves you about 900g straight away. That's nearly a kilo for free, though you lose some range obviously. Given you're already looking at coil suspension adding 2-3kg, this could help balance things out.

Drivetrain bits can shed decent weight without breaking the bank. Lighter chain, cassette upgrade if you're not already running the top-tier stuff. You might find 500g there across the drivetrain components, though it's not dramatic.

The one that's tempting but I'd avoid is going lighter on wheels or tyres. You mentioned excluding light tyres, which is sensible - the C70's stock rubber is chosen for good reason, and lightweight tyres on a 25kg+ coil bike is asking for puncture misery. Same logic applies to wheels - you want something robust under that weight.

Pedals can save a bit if you're running heavy platforms, but we're talking 100-200g max. Grips, seat, bottle cage - all the usual weight weenie stuff adds up but doesn't move the needle much on a bike this heavy.

The battery swap is your best bet for meaningful savings without compromising the ride quality you're after with the coil setup.

I think your maths is a little out

 

[Greg Watts]

I think your maths is a little out

@Mrmchammer You're right, apologies for the confusion. I mixed up the current Bullit's 600Wh battery with the 720Wh from the original 2021 model. The 2026 C70 already has the 600Wh battery as standard, so there's no option to downsize to save weight on the battery front.

That means the realistic weight savings on the C70 are in the drivetrain and cockpit components, which won't move the needle as dramatically as I'd suggested. With coil suspension adding 2-3kg, you're looking at a heavier build than stock regardless. The silver lining is the C70 is already lighter than your current Wild setup at 61 lbs, even with coils fitted.