For less talented pay drivers of this era, there was no major resentment from fans. After all, they were competing during F1's most dangerous period, when an average of one person each year died during a grand prix weekend. That was the case for Piers Courage, heir to the brewing dynasty of the same name, who perished at the 1970 Dutch Grand Prix. With such a heavy price to pay when things went wrong, drivers were respected merely for strapping themselves into an F1 car. Combined with the sport's continuing amateur element, it meant that pay driver was not a pejorative term, as it is today.
As the sport grew increasingly professional during the eighties and nineties pay drivers became more conspicuous, a trend that accelerated greatly as the millennium approached. This was partly down to grid numbers: in 1991 F1 races had upwards of 30 entries. There were plenty of pay drivers among them – Pedro Chaves, Andrea Chiesa, Paul Belmondo – but they often failed to qualify, and with plenty of seats to go around they were rather less relevant.
But by the tail end of 1996 the grid had shrunk to just 20 entrants. Competition for employment was stiffer, which increased resentment towards those who were taking up a seat purely because they could afford it.
1996 offers a nice case study. Using the 'probably-wouldn't-be-there-without-money' definition, F1's pay driver contingent featured Pedro Diniz at Ligier, Ricardo Rosset in an Arrows, Ukyo Katayama with Tyrrell, and the infamous Giovanni Lavaggi at Pacific.