| Teammate | Qualifying | Race | Points | |
|---|---|---|---|---|
| Phil Hill '60–'62 | 2–5 | 1–2 | 7 25 | → |
| Lorenzo Bandini '62 | 2–0 | 1–1 | 3 4 | → |
| Wolfgang von Trips '60–'61 | 2–2 | 1–0 | 4 8 | → |
| Richie Ginther '60–'61 | 1–1 | 0–1 | 4 6 | → |
| Ricardo Rodríguez '62 | 3–0 | 1–0 | 3 3 | → |
| Giancarlo Baghetti '62 | 2–0 | 1–0 | 3 2 | → |
| Stirling Moss '61 | 0–2 | 0–0 | 0 0 | → |
| Jim Clark '61 | 0–2 | 0–0 | 0 4 | → |
| Lucien Bianchi '61–'65 | 1–2 | 0–0 | 0 0 | → |
| Innes Ireland '61 | 0–2 | 0–0 | 0 3 | → |
| Tony Marsh '61 | 1–0 | 0–0 | 0 0 | |
| Wolfgang Seidel '61 | 1–0 | 0–0 | 0 0 | |
| Ian Burgess '61 | 2–0 | 0–0 | 0 0 | → |
| Cliff Allison '61 | 0–0 | 0–0 | 0 0 | |
| Henry Taylor '61 | 1–0 | 0–0 | 0 0 | → |
| Michael May '61 | 1–0 | 0–0 | 0 0 | → |
| Juan Manuel Bordeu '61 | 0–0 | 0–0 | 0 0 | |
| John Surtees '63 | 1–2 | 0–0 | 0 12 | → |
| Jackie Stewart '65 | 0–1 | 0–0 | 0 6 | |
| Graham Hill '65 | 0–1 | 0–0 | 0 2 | |
| Masten Gregory '65 | 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.