| Teammate | Qualifying | Race | Points | |
|---|---|---|---|---|
| Jim Clark '63–'66 | 2–26 | 1–9 | 18 90 | → |
| Richard Attwood '65 | 7–0 | 4–1 | 7 2 | → |
| Innes Ireland '65 | 7–0 | 2–1 | 7 0 | → |
| Peter Revson '64 | 3–0 | 2–0 | 1 0 | → |
| Jim Hall '63 | 1–0 | 0–1 | 0 0 | → |
| Mike Hailwood '64 | 5–2 | 1–0 | 4 0 | → |
| Chris Amon '64–'65 | 5–3 | 1–0 | 3 0 | → |
| Gerhard Mitter '64–'66 | 3–0 | 1–0 | 0 0 | → |
| Walt Hansgen '64 | 2–0 | 0–1 | 0 4 | → |
| Moisés Solana '64–'65 | 3–0 | 1–0 | 7 0 | → |
| Tony Maggs '65 | 1–0 | 1–0 | 3 0 | → |
| Giacomo Russo '65–'66 | 2–0 | 1–0 | 2 0 | → |
| Peter Arundell '66 | 7–1 | 1–0 | 4 1 | → |
| Jackie Stewart '67 | 2–9 | 0–1 | 9 10 | → |
| David Hobbs '67 | 2–0 | 1–0 | 2 0 | → |
| Jo Siffert '63 | 1–0 | 0–0 | 0 0 | → |
| Masten Gregory '63 | 1–0 | 0–0 | 0 0 | → |
| André Pilette '63 | 1–0 | 0–0 | 0 0 | |
| Trevor Taylor '64 | 1–0 | 0–0 | 0 0 | → |
| Neville Lederle '65 | 1–0 | 0–0 | 3 0 | |
| Brausch Niemann '65 | 1–0 | 0–0 | 3 0 | |
| Ernie Pieterse '65 | 1–0 | 0–0 | 3 0 | |
| Clive Puzey '65 | 0–0 | 0–0 | 3 0 | |
| Dave Charlton '65 | 0–0 | 0–0 | 3 0 | |
| Brian Gubby '65 | 1–0 | 0–0 | 3 0 | |
| Paul Hawkins '65 | 1–0 | 0–0 | 0 0 | → |
| Bob Bondurant '65 | 1–0 | 0–0 | 4 0 | → |
| Phil Hill '66 | 1–0 | 0–0 | 0 0 | |
| Pedro Rodríguez '66–'68 | 2–3 | 0–0 | 0 0 | → |
| Piers Courage '66–'67 | 3–0 | 0–0 | 1 0 | → |
| Chris Irwin '67 | 7–1 | 0–0 | 8 2 | → |
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.