In recent years a number of legendary names have appeared on the F1 grid, even if it is difficult, even impossible, to find the slightest trace of DNA from the original outfit in the latest incarnation.
But enough about Lotus.
The option to run a turbocharged engine had been in the F1 rules for many years, but nobody had dared to pursue it until Renault. It had quietly begun track testing with a 1.5-litre version of the turbo engine in 1976, and a short programme of races was scheduled for the following year.
The V6 turbocharged RS01 made its debut in the 1977 British GP in the hands of Jean-Pierre Jabouille.
Nicknamed the 'Yellow Teapot,' the car retired from its first race, but not before it had made a big impression. Four further outings at the end of the year provided more valuable experience. The education process continued through 1978 until Jabouille earned the first points for Renault - and for any turbo engine - with fourth place in the US GP. A move to a twin-turbo set-up for the 1979 Monaco GP was one of the big breakthroughs. The team had finally begun to conquer the critical problem of turbo lag, and Jabouille duly scored the marque's historical first win on home ground in Dijon, having started from pole.
Renault's F1 involvement began to pay dividends as it finished second in the 1983 World Championship with Alain Prost. The Frenchman had taken four wins to champion Piquet's three, but missed the title by just two points.
The same year Renault became an engine supplier for the first time, joining forces with Lotus. Supply deals were also extended to the Ligier and Tyrrell teams in subsequent seasons. In Portugal 1985 Ayrton Senna scored his first-ever GP victory with Renault power, the Brazilian proving to be one of the stars of the season.
The works outfit was closed at the end of 1985 with focus instead directed at supplying engines to other teams. Indeed in 1986 the Senna/Lotus/Renault combination proved to the fastest on the grid, as the Brazilian took eight poles.
Renault officially returned to Formula 1 in the late eighties, but this time as an engine partner to the Williams team. In its first year of competition the new partnership won two Grands Prix, and two further wins followed in 1990. Nigel Mansell - who had used Renault power at Lotus - joined the team.
It was the start of an incredible era. By the end of 1991 the combination was the one to beat, and in 1992 Mansell proved so dominant that he secured Renault's first World Championship by August.
Former works Renault driver Alain Prost joined Williams in 1993, and he too won the title before retiring. Further championships followed for Damon Hill in 1996 and for Jacques Villeneuve in 1997. Williams-Renault also won the Constructors' title in 1992, 1993, 1994, 1996 and 1997.
In 1995 Renault expanded its involvement with a new collaboration with the Benetton team. Michael Schumacher won the championship in 1995, while Benetton won the Constructors' title - ensuring that with its two partners Renault scored six straight title successes between 1992 and 1997. Between 1995 and 1997 Renault engines won 74% of Grands Prix.
Renault officially departed F1 at the end of 1997. Williams, Benetton and later the new BAR team used Renault-based engines under the Supertec, Mecachrome and Playlife names, and work continued in a small development project at Viry.
Again, Renault's official absence from F1 was to be a short one. In early 2001 it was announced that the company had bought the Benetton team, and was to return in a full works capacity. The Renault name returned as Benetton's engine supplier that season, and then in 2002 the team was reborn as Renault F1 Team, with the chassis department still based at Enstone, UK, while working closely with the engine division in Viry.
In 2003 Fernando Alonso gave the new team its first pole in Malaysia, and then the young Spaniard followed up with his and the team's first win in Hungary. The following year Jarno Trulli gave Renault victory in the most prestigious race of the year in Monaco.
In 2005 Alonso was the man to beat as he won the drivers' title and Renault took the constructors' version with eight wins between Alonso and team-mate Giancarlo Fisichella.
Despite the huge change from V10 to V8 technology for 2006, the team was able to sustain its momentum. A further eight wins over the season saw Renault fighting with Ferrari for both titles, but Renault's innovation again proved victorious as it again captured both the Drivers' and Constructors' titles.
Supplying other teams had long been a Renault policy, and in 2007 a new partnership was formed with Red Bull Racing. The dark blue cars soon moved up the grid, and in 2010 Vettel emerged triumphant as the youngest champion in the history of the sport, while Red Bull-Renault earned the Constructors' championship.
As Renault refocused its activities around engine supply, Vettel proved unstoppable in the World Championship, breaking all the records as he secured consecutive titles in 2011, 2012 and 2013.
Alongside Red Bull Racing, Renault supplied Lotus, Caterham and Williams. Throughout the era, the V8 engine developed by engineers at Viry-Chatillon dominated, taking over 40% of the available wins and a record number of pole positions.
In 2014, F1 welcomed a radical new wave of technology with the introduction of avant-garde powertrain technology. The new Renault F1 power unit revisited a previous engine generation's turbocharged architecture but combined it with powerful electric motors and an array of advanced energy-recovering devices that cut fuel consumption by 40% year on year while delivering comparable levels of performance and acceleration.
Renault continued to supply Red Bull, sister team Toro Rosso as well as Lotus, but the era proved hard fought. A rethink of the corporate strategy was required, and at the end of 2015 Renault announced it would return to team ownership.
From 2016, the Renault name would once again race in F1, this time under the Renault Sport Formula One Team banner.
According to the French manufacturer, the aim was not only to pay homage to the success of the past, but to re-energise multiple platforms within Renault. Quite.
At the team's unveiling in Paris in February, Kevin Magnussen and Jolyon Palmer were announced as race drivers and French youngster Esteban Ocon as test and reserve.
The original black and yellow livery subsequently gave way to a more traditional Renault look, the historic yellow becoming more prevalent.
Despite its long, proud history in the sport, Renault returned to F1 pretty much like Haas, as rookies.
In the final years of Lotus the facility at Enstone had been allowed to fall into disrepair, the workforce seriously depleted, machinery and licenses out of date and all manner of other problems greeted the new owner.
Furthermore, with the lateness of the deal, there was no time for Renault to produce a new car, so instead the French team had to use the car planned by Lotus, which consisted of a lot of 2015 components and was built for a Mercedes power unit.
Is it any wonder therefore that the French team struggled as it did in 2016?
If proof were needed of how bad things were for the Enstone outfit, think about the fact that despite using the same engine as Red Bull, the Austrian team scored two wins and amassed 468 points while the French outfit struggled to score 8.
OK, Red Bull had Adrian Newey, Daniel Ricciardo and Max Verstappen, but a 460 point difference?
Understandably, the team was among the first to switch focus to 2017, but nonetheless updates were brought on board, though many believe these were essentially being tested for the forthcoming season.
Behind the scenes the team was working hard to rebuild, investing in new staff, new facilities and desperately needed new equipment. On track, Kevin Magnussen and Jolyon Palmer did the best with what they had available to them.
Understandably, reliability was an issue, the pair only finishing 32 times from 41 starts, Palmer not even making it to the grid in Bahrain due to a hydraulics issue. Then there was the mystery fire which barbecued Magnussen's car in the Sepang pitlane - bringing the practice session to a half for around 15 minutes - constantly re-igniting despite the best efforts of the (brave) crew.
Though tending to over-drive the car, Magnussen ruled the roost in the first half of the season, while Palmer made significant strides in the second half.
The team's best result came in Russia where, having avoided the first lap melee, Magnussen drove a canny race using strategy and guile to bring the Renault home in seventh. Unlucky to be hit by Kvyat in Monaco when another points finish was on the cards, there were needless mistakes in Canada, Belgium and Italy. Indeed, he was dicing with his teammate at Spa when he crashed heavily.
It took rookie Palmer a lot longer to play himself in, but once he found his feet - aided by changes to the car's floor - he began to deliver.
While there were the inevitable mistakes and crashes at least he appeared to learn from them. The spin in Hungary, which put paid to his first points finish of the year, was needless and looked set to cost him his drive in 2017. However a strong drive to tenth in Malaysia was rewarded with a new contract.
With Hulkenberg opting to join the French team in its second season, Magnussen chose to follow Romain Grosjean to Haas.
Though Hulkenberg's arrival signalled high hopes for the French team, which would consider 2017 its true debut season, the news in early January that Frederic Vasseur was standing down as Team Principal suggested there were still issues at Enstone, the Frenchman - who subsequently headed to Sauber - claiming that there were too many chiefs.
Renault had a mountain to climb, for while most of the problems of 2016 could be put down to the chassis and the hangover from the Lotus days, the power unit - as used by Red Bull and Toro Rosso - would provide a constant benchmark by which to judge progress.
Sadly, it was the power unit that was at the heart of many of the French outfit's problems, particularly in the early stages of the season. Indeed, approaching the summer break the French outfit was trailing Haas and Toro Rosso.
As early as pre-season testing it was clear that the much-hyped new engine was problematic, to put it mildly, and this continued well into the season. While many of the issues were eventually addressed, allowing the French team to overhaul first Haas and then Toro Rosso, continued problems with the power unit, particularly for customer teams, suggests much work still needs to be done.
As ever, Hulkenberg rose to the occasion, however the same could not be said of his teammate Palmer. While it was only fair to give the Briton the benefit of the doubt following Renault's difficult return in 2016, in 2017 he had more than enough opportunity to sort himself out but failed to do so. While there was an element of bad luck, the fact is that be it qualifying or race day the Briton was no match for his teammate who himself was rarely running at maximum
Ironically his best result came in Singapore, where he brought the car home in sixth at a time speculation over his future was already dominating the headlines. Just a few weeks later he was dropped, and from the outset his replacement, Carlos Sainz, began to deliver, scoring points on his debut and giving a glimpse of what 2018 might hold.
The arrival of Sainz also gave Hulkenberg a kick up the rear, not that the German really needed it. That said, the lack of pressure from a strong teammate in equal equipment can be damaging, and The Hulk - and thereby his team - should benefit from such a strong pairing in 2018.
Throughout 2017 the team continued to invest in its infrastructure while also increasing its workforce, its approaching of various personnel employed at rival teams not exactly improving its popularity in the paddock. Then there was the controversial signing of the FIA's technical boss Marcin Budkowski, a move that further infuriated the French outfit's rivals.
As Renault re-establishes itself as a constructor, not merely an engine manufacturer, there are sure to be further problems. However, overcoming Haas and Toro Rosso to move within striking range of Williams shows the French outfit is making progress. On the other hand, it will be interesting to see how the team measures up against McLaren this year now that the Woking manufacturer is switching to Renault power.
The bottom line however is that despite turning things around after its poor start to the season, further issues towards the end of the year made it clear that in terms of its engine the French manufacturer still has a long way to go as far as pace and reliability are concerned.
Renault's third season since its return will be pretty much like the infamous third album that caused so many bands to fall by the wayside.
Managing Director: Cyril Abiteboul
President: Jerome Stoll
Chief Technical Officer: Bob Bell
Team Chassis Technical Director: Nick Chester
Team Engine Technical Director: Remi Taffin
Sporting Director: Alan Permane
Head of Aerodynamics: Pete Machin
Operations Director: Rob White
Chief Race Engineer: Ciaron Pilbeam
Race Team Manager: Paul Seaby
Chief Mechanic: Rob Cherry
Race Engineer (Hulkenberg): Mark Slade
No 1 Mechanic (Hulkenberg): Jason Milligan
Race Engineer (Palmer): Chris Richards
No 1 Mechanic (Palmer): Darren Gill
Trackside Operations Manager: Ricardo Penteado
Trackside Performance Engineer: Karel Loos
Trackside Engineer: Yannick Rohrbacher
Head of Marketing & Communications: Louis Bordes
Groupe Renault Brands Director: Guillaume Boisseau
Head of B2B Partnerships: Oliver Anderson
Marketing Services: David Menochet
Head of Communications: Andy Stobart
Media Communications Manager: Clarisse Hoffmann
Public Relations Manager: Laurence Letresor
French Media: Vanessa Reffay
Digital Media: Aurelie Donzelot
Hospitality: Fleur Foster
Logistics Manager: Jean-Pierre Raymond
Logistics Engineer: Alexandre Hartmann
Chassis: Moulded carbon fibre and aluminium honeycomb composite monocoque, manufactured by Renault Sport Formula One Team and designed for maximum strength with minimum weight. Renault Sport power unit installed as a fully-stressed member.
Front Suspension: Carbon fibre top and bottom wishbones operate an inboard rocker via a pushrod system. This is connected to torsion bar and damper units which are mounted inside the front of the monocoque. Aluminium uprights and OZ machined magnesium wheels.
Rear Suspension: Carbon fibre top and bottom wishbones with pull rod operated torsion bars and transverse-mounted damper units mounted inside the gearbox casing. Aluminium uprights and OZ machined magnesium wheels.
Transmission: Eight-speed semi-automatic carbon maincase gearbox with reverse gear. "Quickshift" system in operation to maximise speed of gearshifts.
Fuel System: Kevlar-reinforced rubber fuel cell by ATL.
Electrical: MES-Microsoft Standard Electronic Control Unit.
Braking System: Carbon discs and pads. Calipers by Brembo S.p.A. Master cylinders by AP Racing.
Cockpit: Removable driver's seat made of anatomically formed carbon composite, with six-point harness seat belt. Steering wheel integrates gear change paddles, clutch paddles, and rear wing adjuster.
Dimensions and Weight
Front Track: 1600mm
Rear Track: 1550mm
Overall Length: 5480mm
Overall Height: 950mm
Overall Width: 2000mm
Overall Weight: 733kg, with driver, cameras and ballast
Displacement: 1.6L V6
Number of cylinders: 6
Rev limit: 15,000rpm
Pressure charging: Single turbocharger, unlimited boost pressure (typical 5 bar abs)
Fuel flow limit: 100kg/h
Permitted fuel quantity per race: 105kg
Configuration: 90deg V6
Crank height: 90mm
Number of valves: 4 per cylinder, 24
Fuel: Direct fuel injection
Energy Recovery Systems
MGU-K rpm: Max 50,000rpm
MGU-K power: Max 120kW
Energy recovered by MGU-K: Max 2 MJ/lap
Energy released by MGU-K: Max 4 MJ/lap
MGU-H rpm: >100,000rpm
Energy recovered by MGU-H: Unlimited
Weight: Min 145kg
Number of Power Units permitted per driver in 2018: 3 ICE/Turbo/MGUH and 2 MGUK/ES/CU
Total horsepower: More than 950hp