| Teammate | Qualifying | Race | Points | |
|---|---|---|---|---|
| Alain Prost '93 | 2–14 | 5–6 | 69 99 | → |
| David Coulthard '94–'95 | 17–8 | 8–2 | 131 63 | → |
| Jacques Villeneuve '96 | 13–3 | 6–4 | 97 78 | → |
| Ralf Schumacher '98 | 6–10 | 3–3 | 20 14 | → |
| Pedro Diniz '97 | 14–3 | 2–3 | 7 2 | → |
| Heinz-Harald Frentzen '99 | 2–13 | 0–5 | 7 54 | → |
| Nigel Mansell '94 | 3–1 | 1–0 | 22 13 | → |
| Eric van de Poele '92 | 2–5 | 0–0 | 0 0 | |
| Ayrton Senna '94 | 0–3 | 0–0 | 7 0 | → |
Teammate Head-to-Head (above) covers same-car seasons only. Compare reaches across any era — pick any driver.
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.