Here at WINDING ROAD, our gracious local fleet providers give us the opportunity to drive just about every vehicle sold in the U.S. During the week or two that each vehicle is in our test pool, we have the ability to drive these cars on many different types of road surfaces and through different weather conditions.

This past week, GMC’s larger-than-large TopKick pickup and Mazda’s diminutive RX-8 sport coupe were just two of the vehicles making the rounds through our reserved parking spaces. We laughed at the sight of seeing the two vehicles parked next to each other and remarked about how coincidental it is that our fleet contains one of the largest and smallest automobiles simultaneously.

So, what did we think of each vehicle in this unique pairing?

Click through the jump for our driving impressions on both vehicles, and click the images below to open a high-resolution gallery.

2007 GMC TOPKICK C4500
Engine: Turbo diesel V-8, 6.6 liters, 32v
Output: 300 hp / 520 lb-ft
Wheelbase: 169 in.
Weight: 17,500 lb. (est.)
Price as tested: $85,000 (est.)

Nate Luzod, Art Director:

It’s an unusual feeling to drive down the interstate with the ability to look directly into the cab of a semi truck, or to look down at the roof of an F-350. I almost wish it had a chain hanging from the ceiling, so I could pull it and honk the horn. It rode faster than expected, and was cruising at 70 with relative ease. Cameras in back and generous mirrors made lane-changes easier than we’d expect, and never once were we afraid we’d crush some unsuspecting Yaris or Aveo. Not that we’d feel it if we did.

Kimberly A. Ewing, Business/Fleet Manager:

What amazed me the most about the TopKick is that the enormous size is not even noticed in the drive and feel of the vehicle. One has to get over the fact that it’s a gargantuan and accept the vehicle for what it is and what it is capable of. Daily errands? No. Moving trees? Yes.

Steven J. Ewing, Production Assistant:

While driving through town one evening, I pulled up next to a tow truck and realized that we were, essentially, driving the same vehicle. We exchanged glances, though the tow driver’s look of general confusion left me laughing for quite some time. It’s big, obnoxious, but secretly something of amusement. I’m glad I got to drive it for a day, but would not want to deal with this thing for a full week.

Carrie Roca, Managing Editor:

This thing wouldn’t know a winding road if it jumped up and smacked it in its high forehead.

Chris Champion, Pit Crew:

The turning radius was a lot better than you would expect from a vehicle this size. Turn signal and back-up cameras were extremely helpful with a lot of viewing space and clarity. I could do without Air-Ride seats, though. They may be better suited to long highway drives on smooth pavement as it might not be as noticeable and some slight feedback could be welcome if you were tired. Ancient and ‘plasticy’ interior could be updated, too.

2007 MAZDA RX-8 GRAND TOURING
Engine: Rotary, 1.3 liters, 2 rotors
Output: 232 hp / 159 lb-ft
Wheelbase: 106.4 in.
Weight: 3045 lb.
Price as tested: $34,095

Kimberly A. Ewing, Business/Fleet Manager:

The RX-8 is a fantastic little driver -- fun, peppy and appealing to the eye. The suicide doors are great for loading small passengers and adding those extra bags of groceries. Now that cold Michigan mornings are upon us, that old rotary engine still chugs to start – such a shame.

Carrie Roca, Managing Editor:

The RX-8 is not such a great car for expressway driving, which unfortunately is where I spend most of my time behind the wheel. But for the few ramps along my route, where you get to play with the stick, it is fun to rev it up into the zoom-zoom zone. I am not a fan of the RX-8's looks, though. The shape itself is nice, but as a package the seams work to ruin it big-time.

Steven J. Ewing, Production Assistant:

I’ve always thought that this car had a neat design scheme. The suicide doors provide useful storage for passengers and other cargo. Up front, I didn’t feel too cramped, but I do wish the steering wheel would telescope. There’s plenty of power, but you really have to work for it. More often than not, I found myself running at 5500+ rpm just to get adequate power for quick highway maneuvers. Our test car had roughly 9000 miles tacked on to the odometer upon arrival in our fleet, but there were more interior squeaks and rattles than I would expect out of a Mazda.

Chris Paukert, Editor:

Over my weekend of largely modest commuting with the RX-8, I came to appreciate just how iconoclastic a proposition the thing is. With its typically high-revving 232-horsepower 1.3-liter rotary engine and unusual demi-door ‘Freestyle’ arrangement, this Mazda has been engineered like nothing else on the road.

That’s both kudos and a slight, as the RX-8 asked as many questions as it answered. The fizzy Renesis engine can be great fun zinging to motorcycle-like RPMs, but it all but mandates this sort of flogging from a standstill, as it is a torqueless device that really must be pegged in its upper registers to go anywhere with urgency. Thankfully, the powerplant’s game is raised by the snick-snick short-throw six-speed, which is joy to operate.

The Freestyle rear-hinged door array indeed makes for easy access to the RX-8’s surprisingly commodious (if claustrophobic) rear seats, but our Performance Pack-equipped tester rattled and squeaked in a manner at odds with its 8,000-or-so odometer clicks. We fear that the gigantic apertures necessitated by the car’s door configurations may have taken its toll on the car’s structural rigidity, causing the annoyingly audible flexing.

Having said all of that, our car’s optional sport-tuned suspension and splendiferously-named Tochigi Fuji limited-slip unit (part of the Performance Pack) did imbue the RX-8 with limpet-like grip. Despite the keen handling, we might hold off on specifying the Performance Back in cold weather climates, as the stiffened underthings and 18-inch wheels aren’t exactly pothole and frostheave-friendly material.

All-in, the RX-8 is a very interesting package for non-traditional types and its handling really is top-rung stuff. But the model lives in a hyper-competitive segment filled with entertaining alternatives, and judging by the relative paucity of the things plying America’s roads, we’re guessing that not everyone is willing to live with its very real compromises.