| Teammate | Qualifying | Race | Points | |
|---|---|---|---|---|
| Graham Hill '62–'64 | 1–28 | 5–13 | 67 122 | → |
| Phil Hill '60–'61 | 4–6 | 1–7 | 24 50 | → |
| Wolfgang von Trips '60–'61 | 4–6 | 3–5 | 24 37 | → |
| Giancarlo Baghetti '61–'64 | 9–0 | 4–2 | 16 9 | → |
| Maurice Trintignant '63–'64 | 6–0 | 2–1 | 17 2 | → |
| Ronnie Bucknum '65–'66 | 6–2 | 3–0 | 13 2 | → |
| Tony Maggs '64 | 5–0 | 1–1 | 9 4 | → |
| Willy Mairesse '60–'61 | 1–1 | 1–0 | 6 4 | → |
| Olivier Gendebien '61 | 0–1 | 1–0 | 4 3 | → |
| Bruce Johnstone '62 | 1–0 | 1–0 | 0 0 | → |
| Lorenzo Bandini '63 | 1–2 | 1–0 | 7 2 | → |
| Moisés Solana '63 | 1–0 | 1–0 | 4 0 | → |
| Jochen Rindt '66 | 0–2 | 0–1 | 2 6 | → |
| Cliff Allison '60 | 1–0 | 0–0 | 1 0 | |
| Chuck Daigh '60 | 1–0 | 0–0 | 0 0 | |
| Ricardo Rodríguez '61 | 0–1 | 0–0 | 0 0 | → |
| Jackie Lewis '62 | 1–0 | 0–0 | 0 0 | |
| Richard Attwood '64 | 1–0 | 0–0 | 0 0 | |
| Guy Ligier '66 | 2–0 | 0–0 | 2 0 | → |
| Jo Bonnier '66 | 1–1 | 0–0 | 2 0 | → |
| Jo Siffert '66 | 1–0 | 0–0 | 2 0 | → |
| Dan Gurney '67 | 0–1 | 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.