Due to debut in 2016, Haas would become the first American-led Formula One team since the Haas Lola outfit (no relation), which contested the 1985 and 1986 seasons.
Founded by industrialist Gene Haas, founder of Haas Automation, the largest CNC machine tool builder in North America, the team's headquarters are in the United States on the same Kannapolis, North Carolina campus as his championship-winning NASCAR Sprint Cup Series team, Stewart-Haas Racing, though a European base has been established in Marussia's former factory in Banbury.
Having established a major technical partnership with Ferrari, Haas’ 2016 car was designed and built by Dallara, while one of the first appointments was that of former Jaguar and Red Bull technical director Gunther Steiner.
In September 2015, following weeks of speculation, Haas confirmed Romain Grosjean as lead driver, subsequently naming (Ferrari reserve) Esteban Gutierrez as his teammate.
On 8 January, the team revealed that it had passed the final mandatory crash test and would be ready for the opening test at Barcelona.
Only Gene Haas can reveal how he really felt at the end of a trying debut season.
Those first couple of races will have had the American wondering what all the fuss was about, only to subsequently discover the harsh reality of the sport.
You see, Grosjean's excellent drive to sixth in the season opener and fifth in the subsequent race in Bahrain not only gave the newbies points on their debut, the success of the team had the opposition crying 'foul'.
At a time the newcomers should have been lauded for their magnificent debut, rivals were lining up to query the 'special relationship' with Ferrari.
Of course, after Bahrain it was pretty much back to reality with an almighty bump, certainly at circuits where one's brakes were put to the test.
Though the opening brace of races provided 18 points over the course of the next 19 events the team only added a further 11 to its tally, indeed, after the summer break the American outfit only finished in the points once.
As the team floundered, Grosjean gave a running account of the difficulties it faced over the team radio: "this is the worst car ever", "this car is undriveable", on and on it went, the language ever more colourful.
However, who could blame the French youngster, his car clearly a beast to handle and his brakes continually failing.
To make matters worse, with no previous experience to draw on, the team struggled with its tyres also, this in combination with the brake issues testing the patience of Grosjean and Gutierrez to the limit.
Twice Grosjean failed to even make it to the start, even so the team had one of the worst finishing record of the year, only Sauber and Renault doing worse.
The situation wasn't helped by Gutierrez who had a pretty anonymous season indeed his clash with Alonso in Melbourne seeming to be the only time we heard about him. No surprise therefore that at season end Haas effectively said 'thanks, but no thanks' and recruited Kevin Magnussen.
Despite the many negatives, the team did at least finish 8th in the standings, ahead of Renault, and those early points were proof of what is capable.
With an experienced hand like Steiner at the helm, and the lessons of 2016 (hopefully) learned, the American outfit headed into 2017 with a better idea of what to expect, and with the combined resources of Ferrari and Dallara hoped to further establish a foundation on which to build.
That said, was there a single fan out there who didn't punch the air in delight and shout "yes!" when, in the final stages of the United States Grand Prix, Guenther Steiner told Grosjean to "shut up" over the team radio.
All season long, the Italian, his team and us long suffering fans had been subjected to the Frenchman's endless complaints - only a few of which were justified - therefore when Steiner spoke he spoke for all of us.
In fact, in terms of reliability, Grosjean had little to complain about, certainly compared to his long-suffering colleagues at McLaren, Red Bull and Toro Rosso, while the Sauber duo will have envied the Frenchman for the fact he had the latest-spec Ferrari engine powering his car.
All thing considered, 2017 was a pretty good second season for the American team, and while it once again finished 8th in the standings it scored almost double the points of 2016. Indeed, when one considers that in only its second season the American outfit faced a major overhaul of the regulations, it - along with its partners - handled things pretty well.
Whereas in its debut season the team only scored points at five races, in 2017 this became thirteen, a good effort when you consider just how competitive the midfield battle was.
Beginning the year with a double retirement, a brace of 8ths in the subsequent races helped the team settle down at a time panic could have easily set in. And while the upgrade in Spain did little at the time, the American outfit subsequently enjoyed a fairly impressive run.
Admittedly, reliability was more of an issue than we previously suggested, with the team suffering DNFs due to a myriad of reasons including water leaks, suspension, electrics, hydraulics and even an errant wheel nut. However, as in 2016, it was the brakes that caused the biggest headaches, certainly for a certain Frenchman.
A double points finish in Japan set the team up nicely for Austin, where, with the team now looking at sixth in the standings, a final update was to be introduced.
Sadly, it had little effect and as a result not only did the American team fail to overhaul Toro Rosso, it was leapfrogged by Renault also.
Both drivers gave a good account of themselves, and while Magnussen's aggression didn't go down well with rival drivers the team gave him its full support. On the other hand, if the Dane can temper his aggression and improve his qualifying performances, he could well put his teammate under some serious pressure.
Other than the moaning, which, let's be honest, is because he wants to be able to deliver the best performance possible, Grosjean continued to impress.
While Austin was a disappointment for the team, the double retirement in the season opener was another low.
With both drivers retained for 2018, Haas can expect an altogether tougher season. While McLaren should be more competitive having switched to Renault engines, Sauber will now have access to the latest Ferrari unit, which means added competition for the American team.
Whatever team owner Gene Haas thinks of his team's opening two seasons, the American is about to face his toughest test since entering the sport. It will be interesting to see how he and his team deal with it.
Founder & Chairman: Gene Haas
Team Principal: Guenther Steiner
Technical director: Rob Taylor
Chief Operating Officer: Joe Custer
Team Manager: Dave O'Neill
Chief Aerodynamicist: Ben Agathangelou
Head of Logistics: Peter Crolla
Group Leader Aerodynamicist: Christian Cattaneo
Chief Race Engineer: Ayao Komatsu
Chief Mechanic: Stuart Cramp
Race Engineer (Grosjean): Gary Gannon
Race Mechanic (Grosjean): Ian Staniforth
Race Engineer (Magnussen): Giuliano Salvi
Race Mechanic (Magnussen): Toby Brown
Chief Marketing Officer: Adam Jacobs
Head of Communication: Mike Arning
Senior Press Officer: Stuart Morrison
Chassis Material: Carbon-fiber and honeycomb composite structure
Bodywork Material: Carbon-fiber
Front and Rear Suspension: Independent suspension, push-rod activated torsion springs front and rear
Dampers: ZF Sachs
Transmission: Ferrari servo-controlled hydraulic limited-slip differential with semi-automatic sequential and electronically-controlled gearbox, quick shift (eight gears, plus reverse)
Clutch: AP Racing
Brake System: Carbon-fiber disc brakes, pads and six-piston calipers
Cockpit Instrumentation: Ferrari
Steering Wheel: Ferrari
Driver's Seat: Carbon-fiber construction, molded to driver's contours
Wheels: OZ Racing
Fuel Cell: ATL
Fuel and Lubricants Provider: Shell
Overall Width: 2,000 mm
Weight: 733 kg (including driver)
Ferrari 062 EVO Engine
Cubic capacity: 1,600 cc
Maximum revs: 15,000
Supercharging: A single Turbo
Fuel flow rate: 100 kg/hr max
Amount of fuel: 105 kg
Configuration: V6 90°
No. of cylinders: 6
Bore: 80 mm
Stroke: 53 mm
Valves: 4 per cylinder
Injection: Direct, max 500 bar
Battery energy (per lap): 4 MJ
Power of MGU-K: 120 kW
Max revs MGU-K: 50,000
Max revs MGU-H: 125,000
Longitudinal Ferrari gearbox (8 speed + R)
Hydraulically controlled limited slip differential
Semi-automatic high speed, electronically controlled gear change