| Teammate | Qualifying | Race | Points | |
|---|---|---|---|---|
| Stuart Lewis-Evans '57–'58 | 9–5 | 2–1 | 21 13 | → |
| Phil Hill '59–'60 | 7–1 | 3–0 | 27 21 | → |
| Olivier Gendebien '59–'60 | 5–1 | 3–0 | 12 7 | → |
| Bruce McLaren '60 | 3–3 | 0–3 | 7 25 | → |
| Stirling Moss '57–'58 | 5–13 | 0–2 | 39 68 | → |
| Dan Gurney '59 | 3–1 | 1–1 | 17 13 | → |
| Jack Brabham '60 | 0–6 | 0–2 | 7 35 | → |
| Graham Hill '61 | 1–7 | 1–1 | 6 3 | → |
| Wolfgang von Trips '59–'60 | 2–0 | 1–0 | 4 0 | → |
| Masten Gregory '60 | 3–1 | 1–0 | 7 0 | → |
| Gino Munaron '60 | 2–0 | 1–0 | 5 0 | → |
| Henry Taylor '60 | 3–0 | 1–0 | 4 0 | → |
| Mike Hawthorn '56 | 0–2 | 0–0 | 0 0 | → |
| Ron Flockhart '56–'60 | 2–0 | 0–0 | 0 0 | → |
| Jean Behra '59 | 1–2 | 0–0 | 14 2 | → |
| Cliff Allison '59 | 4–1 | 0–0 | 19 2 | → |
| Roy Salvadori '60 | 2–0 | 0–0 | 3 0 | → |
| Chris Bristow '60 | 2–1 | 0–0 | 3 0 | → |
| Maurice Trintignant '60 | 3–0 | 0–0 | 3 0 | → |
| Bruce Halford '60 | 1–0 | 0–0 | 3 0 | |
| Giorgio Scarlatti '60 | 1–0 | 0–0 | 3 0 | |
| Ian Burgess '60 | 3–0 | 0–0 | 5 0 | → |
| Carel Godin de Beaufort '60 | 1–0 | 0–0 | 0 0 | → |
| Lucien Bianchi '60 | 2–0 | 0–0 | 2 1 | → |
| Chuck Daigh '60 | 1–0 | 0–0 | 2 0 | → |
| Jack Fairman '60 | 1–0 | 0–0 | 2 0 | → |
| Keith Greene '60 | 1–0 | 0–0 | 2 0 | → |
| Lance Reventlow '60 | 1–0 | 0–0 | 2 0 | |
| Mário de Araújo Cabral '60 | 1–0 | 0–0 | 2 0 | → |
| Pete Lovely '60 | 1–0 | 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.