| Season | Team | ENT | R | Win | Pod | Pole | Pts | WDC |
|---|---|---|---|---|---|---|---|---|
| 1985 | Minardi | 16 | 14 | 0 | 0 | 0 | 0 | — |
| 1988 | Minardi | 11 | 9 | 0 | 0 | 0 | 1 | P16 |
| 1989 | Minardi | 15 | 15 | 0 | 0 | 0 | 5 | P15 |
| 1990 | Minardi | 16 | 15 | 0 | 0 | 0 | 0 | — |
| 1991 | Minardi | 16 | 16 | 0 | 0 | 0 | 6 | P11 |
| 1992 | Dallara | 16 | 16 | 0 | 0 | 0 | 2 | P15 |
| 1993 | Minardi | 8 | 8 | 0 | 0 | 0 | 0 | — |
| 1994 | Minardi | 16 | 16 | 0 | 0 | 0 | 4 | P21 |
| 1995 | Minardi | 9 | 8 | 0 | 0 | 0 | 0 | — |
| Teammate | Qualifying | Race | Points | |
|---|---|---|---|---|
| JJ Lehto '92 | 8–8 | 3–4 | 2 0 | → |
| Luis Pérez-Sala '88–'89 | 22–4 | 5–0 | 6 1 | → |
| Michele Alboreto '94 | 13–3 | 3–1 | 4 1 | → |
| Gianni Morbidelli '90–'91 | 12–5 | 3–0 | 6 0 | → |
| Christian Fittipaldi '93 | 4–2 | 2–1 | 0 0 | → |
| Luca Badoer '95 | 5–4 | 2–0 | 0 0 | → |
| Paolo Barilla '90 | 13–0 | 1–0 | 0 0 | → |
| Stefan Johansson '84 | 0–1 | 0–0 | 0 3 | |
| Roberto Moreno '91 | 1–0 | 0–0 | 0 0 | → |
| Jean-Marc Gounon '93 | 2–0 | 0–0 | 0 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.