| Jimmy Bryan | Michael Schumacher | |
|---|---|---|
| Career | ||
| Championships | — | 7 |
| Career span | 1952–1960 | 1991–2012 |
| Seasons | 9 | 19 |
| Race starts | 9 | 306 |
| Teams | Kurtis Kraft, Schroeder, Kuzma, Epperly | Benetton, Ferrari, Mercedes |
| Wins & podiums era-dependent · not directly comparable across eras | ||
| Wins | 1 | 91 |
| Podiums | 3 | 155 |
| Poles | 0 | 68 |
| Fastest laps | 0 | 77 |
| Era-fair rates career rate · across all seasons | ||
| Win % | 11.1% | 29.7% |
| Podium % | 33.3% | 50.7% |
| Pole % | 0.0% | 22.2% |
| Reliability & consistency era-dependent · see explanation | ||
| DNF rate | 0.0% | 20.6% |
| Points-finish rate | 33.3% | 72.2% |
| Points scoring-era variable · not directly comparable | ||
| Career total | 18 | 1566 |
The share of race starts that ended without a classified finish. Formula: races not finished ÷ race starts × 100. Races the driver did not start are excluded from both sides. A disqualification counts as a finish that scored nothing, not a DNF. Why it sits apart from the era-fair rates: unlike a win or a podium, finishing meant something very different in different eras. Cars in the 1950s–70s broke constantly; modern cars almost always reach the flag. A high DNF rate in 1955 says far more about the machinery than the driver. Comparing two drivers within the same season is meaningful — they faced the same conditions. Across eras it's context, not a verdict.
The share of race starts that ended in a points-paying position. Formula: races finished in a scoring position ÷ race starts × 100, using that season's real points system. Why it's era-dependent: the number of positions that pay points has changed repeatedly — the top five scored in 1950, the top ten score today. A modern driver has roughly twice as many scoring positions available for the same relative performance, so a higher percentage doesn't necessarily mean a better driver. Like DNF rate, it's shown as context.