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Renault in Formula One

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Renault
Company typeSubsidiary
IndustryAutomotive, Motorsport
Founded1899
FounderLouis Renault, Marcel Renault, Fernand Renault
Headquarters
Boulogne-Billancourt
,
France
ProductsAutomobiles, Formula One engines and racing cars
OwnerRenault Group
Websitewww.renault.com

Renault, the French car manufacturer, has been involved in Formula One since 1977, both as a team owner and an engine supplier. The company debuted as a constructor with the introduction of the turbocharged EF1 engine and began providing engines to other teams starting in 1983. Although Renault achieved race victories, it withdrew its factory team after the 1985 season but continued supplying engines through 1986.

Renault made a comeback as an engine supplier in 1989, achieving significant success by winning five drivers' championships and six constructors' titles with Williams and Benetton from 1992 to 1997. After ending its official works involvement, Renault-powered engines were still utilized without direct factory backing until the year 2000.

In 2000, Renault purchased the Benetton team based in Enstone and resumed manufacturing engines for its works team in 2001. The outfit was renamed Renault in 2002 and secured both drivers' and constructors' championships in 2005 and 2006.

By 2011, Renault divested its ownership in the Enstone team but maintained its role as an engine supplier, notably powering Red Bull Racing to four straight drivers' and constructors' championships between 2010 and 2013.

Renault reacquired the Enstone team in 2016, reinstating the Renault name. Despite not winning any races over five seasons, the team transformed into Alpine F1 Team in 2021 while Renault continued supplying engines.

As a constructor, Renault holds two drivers' and constructors' championships; as an engine manufacturer, it has amassed 12 constructors' and 11 drivers' titles with more than 160 victories, placing it fourth all-time in Formula One history.

1977–1978: Establishing the turbo era

Renault's first Formula One participation occurred through its Renault Sport division, entering the final five races of , with Jean-Pierre Jabouille piloting the Renault RS01. This vehicle was pioneering for featuring the first regularly used 1.5-liter turbocharged V6 engine in F1, representing a technological breakthrough despite early reliability problems that earned it the nickname "Yellow Teapot." The squad, competing as Équipe Renault Elf, made its debut at the Grand Prix but did not start racing until the subsequent British Grand Prix, where Jabouille qualified 21st but retired due to turbocharger failure.

The team opted out of the German and Austrian Grands Prix to work on improvements before returning at the Dutch Grand Prix; there, they qualified tenth but retired because of suspension issues. Following events showed inconsistent qualifying performances alongside ongoing mechanical setbacks such as engine and alternator failures. Jabouille failed to qualify at Canada, leading Renault to skip the Japanese season finale.

In 1978, reliability continued to hamper progress with four straight engine failures early in the year. Nonetheless, advancements were evident later as the RS01 twice qualified third and finished fourth at Watkins Glen—the team's first points finish on the lead lap. After missing the opening two races of 1978, Renault returned at South Africa with Jabouille achieving their best qualifying position yet of sixth. Despite early retirements caused by electrical and turbo malfunctions, the team recorded its first race finish at Monaco, securing tenth place.

1979 season: Achieving first victory

Expanding its lineup to include two drivers with René Arnoux partnering Jabouille, the team continued to face challenges despite Jabouille securing a pole position at the South African Grand Prix. By the midpoint of the season, both pilots were competing in the newly introduced ground-effect RS10. At the French Grand Prix held in Dijon, Renault achieved a significant milestone: Jabouille converted his pole into victory, becoming the first driver to win a Grand Prix in a turbocharged vehicle, while Arnoux narrowly missed out on second place after a close battle with Gilles Villeneuve. Although Jabouille’s performance waned thereafter, Arnoux secured second-place finishes at both the British Grand Prix at Silverstone and later at the Glen, reinforcing Renault’s status as a competitive force.

1980–1983 seasons: Establishing as a leading contender

During , Arnoux claimed back-to-back victories at the Brazilian and South African Grands Prix, tracks that played to the strengths of Renault’s turbocharged machinery. Jabouille experienced several retirements but managed to win the Austrian Grand Prix before a severe accident at the Canadian Grand Prix forced him into retirement. Alain Prost joined the squad in , quickly emerging as a top-tier driver by amassing nine wins over three seasons. Throughout this period, Renault consistently featured among the leading teams, finishing third twice and second once in the Constructors' Championship. Arnoux added two victories in before transferring to Ferrari; his seat was then taken by American Eddie Cheever. In , Prost narrowly missed clinching the drivers' championship, falling short against Nelson Piquet of Brabham-BMW in the final race in South Africa. Following the season, controversy arose regarding Brabham-BMW’s fuel octane levels, yet no sanctions were imposed.

1984–1985 seasons: Decline after Prost and departure as a works team

Prost was released shortly after 1983 due to his outspoken criticism of insufficient development on the Renault RE40, which was seen as a factor contributing to both his and the team’s championship setbacks. He subsequently joined McLaren, while Cheever moved to Alfa Romeo. To revive competitiveness, Renault recruited French driver Patrick Tambay (formerly with Ferrari) and Englishman Derek Warwick (previously with Toleman). Despite some promising outings—such as Tambay earning the team’s final pole position at the 1984 French Grand Prix—Renault struggled during and , as competitors like Lotus and Ligier advanced turbo technology more effectively. In 1985, Renault debuted an innovative onboard camera system during the 1985 German Grand Prix at Nürburgring, marking a broadcast first; however, their third car driven by François Hesnault retired early. Financial constraints led CEO Georges Besse to scale back Renault’s Formula One commitment from a full works team to solely an engine supplier in , before withdrawing entirely at that year’s conclusion.

Acquisition of Benetton Formula and transition (2000–2001)

On 16 March 2000, the Renault-Nissan Alliance purchased Benetton Formula Limited for $120 million, signaling Renault’s re-entry into Formula One. The outfit originally began in 1981 as Toleman Motorsport based in Witney, Oxfordshire, England, before being renamed Benetton Formula in 1986 following acquisition by the Benetton family. The team relocated its base to Enstone during 1992/3. Renault maintained the Benetton constructor name throughout and seasons while reintroducing its brand as an engine supplier in 2001. Industry analysts predicted that Renault would only compete under its own banner once it was prepared to leverage full marketing advantages; this change took place in 2002.

A promising debut season under a new identity (2002)

In , the team formerly known as Benetton underwent a rebranding to become Renault F1, fielding drivers Jarno Trulli and Jenson Button, who together amassed 23 points. This transformation also enabled Renault to compete under a French racing license, replacing the prior Italian designation.

Rising contender status (2003)

Although Button outperformed his teammate in 2002, Renault opted to replace him in with Spain's Fernando Alonso, who had shown promise as a test driver the previous year. Alonso achieved Renault's first Grand Prix victory since 1983 at the 2003 Hungarian Grand Prix. The RS23 car featured an innovative 111° V10 engine designed to lower the center of gravity and enhance handling; however, challenges with reliability and excessive weight forced a return to more conventional engine configurations.

Monaco triumph and third place in Constructors' Championship (2004)

During , Renault fought for second place in the Constructors' standings. Trulli secured victory at the prestigious 2004 Monaco Grand Prix, but internal friction grew between him and team principal Flavio Briatore due to perceived favoritism toward Alonso and Trulli's diminishing results. The 2004 French Grand Prix proved critical when Trulli lost a potential double podium on home soil after being overtaken late by Rubens Barrichello. Trulli departed Renault prematurely to join Toyota, with former World Champion Jacques Villeneuve stepping in for the final three races. Villeneuve struggled to regain form after a year away from Formula One, and Renault concluded the season third behind BAR.

Consecutive double championship victories (2005–2006)

For the season, Giancarlo Fisichella replaced Trulli and capitalized on rainy qualifying conditions to claim victory at the opening Australian Grand Prix. Meanwhile, Fernando Alonso secured three consecutive wins, establishing a commanding lead in both Drivers' and Constructors' Championships. Despite Fisichella's inconsistent results, Renault maintained its dominance until late-season challenges emerged from McLaren and Kimi Räikkönen. McLaren momentarily took the Constructors' lead following a one-two finish at the Brazilian Grand Prix, but Alonso clinched the Drivers' title there, becoming the youngest champion in history. Renault captured the Constructors' Championship at the Chinese Grand Prix, ending Ferrari's six-year dominance. This achievement marked Renault's inaugural manufacturer title and positioned them as the second French constructor to claim such honors after Matra in .

For 2006, both Alonso and Fisichella remained with the team, while test driver Franck Montagny was replaced by Heikki Kovalainen. The R26 chassis introduced a titanium seven-speed gearbox and was unveiled on 31 January. Alonso won both the opening Bahrain Grand Prix and Australian Grand Prix, followed by a second-place finish behind Fisichella in Malaysia—the team's first one-two result since 1982. Alonso added victories in Spain and Monaco, along with several podium finishes. Fisichella consistently scored points, including a third-place podium in Spain.

Marking its 200th Grand Prix at Silverstone, Renault celebrated with an Alonso victory. During North American rounds, Alonso triumphed at the Canadian Grand Prix, while at the U.S. Grand Prix, Renault was fastest among Michelin-equipped cars despite Ferrari's overall pace; Fisichella secured third place.

At the French Grand Prix, Ferrari exceeded expectations; Alonso finished second following a strategic two-stop pit sequence.

On 21 July 2006, the FIA prohibited tuned mass damper systems—originally developed by Renault and subsequently adopted by seven teams including Ferrari—citing breaches of technical regulations. Although race officials initially ruled it legal at the 2006 German Grand Prix, an FIA appeal led Renault to discontinue its use amid concerns over sanctions. The absence of this technology contributed to one of Renault's weakest performances that year, compounded by tyre complications. The FIA International Court of Appeal upheld the ban on 22 August 2006.

Renault secured the 2006 Constructors' Championship thanks to points earned at the 2006 Brazilian Grand Prix.

On 16 October 2006, Renault revealed that Dutch financial institution ING would become its title sponsor for three seasons beginning in , taking over from Mild Seven.

Decline in performance following Alonso's departure (2007)

For the 2007 season, Renault confirmed Giancarlo Fisichella and Heikki Kovalainen as their primary race drivers, while Nelson Piquet Jr. and Ricardo Zonta took on test driver roles. The team revealed their 2007 car, the R27, on 24 January, showcasing a fresh livery featuring yellow, blue, orange, and white hues aligned with ING's branding. Additionally, Renault provided engines to Red Bull Racing that year.

Compared to earlier years, Renault's competitiveness diminished; Fisichella secured fifth place at the Australian Grand Prix, whereas Kovalainen faced challenges and finished tenth. The European races saw a modest upturn, with both drivers earning points in Malaysia. Performance improved further in Barcelona, where both advanced to Q3 and recorded strong lap times; however, complications with the fuel rig necessitated extra pit stops, resulting in seventh and ninth-place finishes.

On 8 November 2007, the FIA accused Renault of possessing confidential technical documents from McLaren, including information on car design and systems. At a hearing held in Monaco on 6 December, Renault was found guilty of violating article 151c of the Sporting Regulations but was not subjected to any penalties.

A year marked by inconsistent results (2008)

On 10 December 2007, it was announced that Fernando Alonso would return to Renault for the season, teaming up with newly promoted test driver Nelson Piquet Jr., who was considered the secondary driver. The campaign began in a similar fashion to 2007; Alonso finished fourth at the opening round in Australia, while Piquet encountered multiple retirements and did not score points until the French Grand Prix.

At the Spanish GP, Renault debuted a "Shark-fin" engine cover design. Alonso qualified on the front row but retired due to engine failure. The team's fortunes shifted at the German Grand Prix, where Piquet earned Renault’s first podium of the season by finishing second with assistance from a safety car period.

Both drivers collected points in Hungary but struggled at Valencia. Alonso achieved consecutive fourth-place finishes in Belgium and Italy before winning at the floodlit Singapore Grand Prix, capitalizing on an early crash by a teammate later revealed as intentional (see Renault Formula One crash controversy). This victory marked Renault’s first since 2006 and was notable as the inaugural win at Formula One’s first night race.

Alonso followed up with another triumph at the Japanese GP, while Piquet secured fourth place—the best result for the team that year. Both drivers continued to score points in China, with Alonso finishing second in the season finale in Brazil. By the conclusion of 2008, the Renault R28 was widely regarded as having overtaken BMW Sauber as Ferrari and McLaren’s primary competitor.

A year of lackluster on-track performance coupled with controversy (2009)

Renault entered 2009 aiming to contend for both championships. Although Fernando Alonso scored points in four of the first six rounds, these ambitions soon became unattainable. Midway through the season, progress included Alonso setting fastest lap at Germany and achieving pole position at Hungary, though he retired early due to a fuel pump failure and an incorrectly fitted wheel during a pit stop. At Belgium, Alonso appeared poised for a podium finish but retired after sustaining wheel damage from a first-lap collision. Nelson Piquet Jr. struggled throughout the first half of the year and was replaced by test driver Romain Grosjean for the final third; neither driver managed to score points during this period. A podium finish at the Singapore GP offered limited consolation amid a frustrating campaign.

Initially suspended from participating in the 2009 European Grand Prix due to the faulty wheel incident in Hungary, Renault successfully appealed this ban.

On 4 August, Renault terminated Nelson Piquet Jr.'s contract following his public criticism of team management and appointed Grosjean as his replacement starting from the European Grand Prix. After his podium in Singapore, Alonso confirmed his move to join Ferrari for 2010.

Allegations of race manipulation

Throughout 2009, Renault came under scrutiny for alleged race-fixing connected to Nelson Piquet Jr.'s deliberate crash during the 2008 Singapore Grand Prix that benefited teammate Alonso’s victory. Following his departure in August, Piquet Jr. disclosed that team principal Flavio Briatore and engineer Pat Symonds had instructed him to orchestrate the crash. On 4 September, Renault faced charges of conspiracy and race-fixing by the FIA and appeared before the World Motor Sport Council on 21 September. Initially planning legal action against Piquet Jr., Renault eventually accepted responsibility and announced that Briatore and Symonds had left their positions.

The Council imposed a two-year suspended ban on Renault from Formula One—meaning expulsion would be enforced if a similar violation occurred before the end of 2011. Briatore received a lifetime ban from FIA events; Symonds was banned for five years. These sanctions were overturned by a French court in 2010. Subsequently, agreements were reached between FIA, Briatore, and Symonds permitting their return to FIA-sanctioned events by 2011 and Formula One by 2013.

Team ownership change and Kubica's commitment (2010)

In 2010, Renault divested a majority portion of its team shares to Genii Capital, an investment firm based in Luxembourg, while maintaining a 25% stake and continuing its role as engine supplier. For the season, Red Bull Racing confirmed continued use of Renault power units. On 7 October 2009, Robert Kubica was announced as Fernando Alonso's replacement; however, following the ownership transition, Kubica and his management sought assurances regarding team leadership before finalizing his contract. By early 2010, Kubica affirmed his intention to remain with the squad. On 31 January, Vitaly Petrov was signed alongside Kubica, becoming the first Russian driver to compete in Formula One.

On 5 January, Éric Boullier took over as team principal, succeeding Bob Bell, who resumed his duties as Technical Director.

During the season opener in Bahrain, Petrov retired on lap 14 due to suspension failure, while Kubica finished just outside the points in eleventh place. Kubica achieved his inaugural podium by finishing second in Australia; Petrov retired after a spin. Over the next three Grands Prix, Kubica consistently scored points—fourth in Malaysia, fifth in Shanghai, and eighth at Barcelona. Despite spinning from fourth, Petrov secured his first Formula One points by finishing seventh in China.

Kubica maintained strong performances with a third-place finish in Monaco after setting top practice times and qualifying second; Petrov retired late in the race but was classified thirteenth.

Although Petrov was generally outperformed by Kubica during qualifying and races, he demonstrated improvement at the Grand Prix by qualifying ahead of Kubica and finishing fifth. In Belgium, Petrov crashed during qualifying after testing wet kerbs and started from 23rd due to another driver’s gearbox penalty; he managed ninth place, marking three consecutive points finishes. At Singapore, Petrov ran seventh before being forced off track; Kubica recovered from a late puncture to regain lost positions.

There was speculation that World Champion Kimi Räikkönen might replace Petrov for , but Räikkönen dismissed these rumors and criticized Renault for using his name for promotional purposes.

Lotus Renault GP: Renault reduces involvement (2011)

On 5 November 2010, Renault revealed plans to scale back its Formula One engagement to solely supplying engines for the 2011 season, with Lotus Cars acquiring a 25% share of the team. The deal was finalized in December 2010, leading to the team being renamed Lotus Renault GP under a sponsorship agreement with Lotus Cars extending through 2017. Renault continued providing engines and technical assistance while elevating Red Bull Racing to its full-works partner status. The team retained the Renault chassis designation and revived the classic black and gold livery reminiscent of the John Player Special era from the 1980s. Although no longer owners, Renault supplied engines free of charge until 2014.

In 2011, Lotus Renault GP competed alongside another outfit named Team Lotus, which had acquired rights to use the historic Lotus name following termination of a license from Group Lotus; this situation led to legal disputes over naming rights.

In January 2011, team principal Éric Boullier announced that the team would compete under a British racing licence for the first time since Renault’s acquisition in 2002. This marked the first absence of any French-licensed team in Formula One since 1975. Group Lotus retained an option to purchase a stake by the end of 2012. Jean Alesi joined as team ambassador and test driver for the T125 project.

On 6 February 2011, driver Robert Kubica sustained serious injuries during a rally accident that put his participation for the season in doubt. Consequently, Nick Heidfeld was signed on 16 February as Kubica’s replacement while Kubica remained under contract.

At the , Vitaly Petrov achieved his sole podium finish with third place; Heidfeld finished twelfth after sustaining car damage. The following races yielded mixed outcomes: ninth and twelfth in China; seventh and eighth in Turkey; ninth and eleventh in Spain; Heidfeld scored eighth in Monaco while Petrov retired; Petrov secured fifth in Canada with Heidfeld retiring due to collision damage. The team struggled for points at Valencia.

New technical regulations restricting off-throttle blown diffusers at the Grand Prix severely affected performance. Heidfeld finished eighth while Petrov placed twelfth. In August, Bruno Senna replaced Heidfeld starting at Belgium.

On 29 November 2011, Lotus Renault GP confirmed signing Kimi Räikkönen as full-time driver for 2012, followed by securing Romain Grosjean on 9 December. The team rebranded as Lotus F1 Team for the upcoming season.

2016 season: Challenges during Renault's comeback

On 28 September 2015, Renault Sport F1 revealed a letter of intent with Gravity Motorsports, owned by Genii Capital, to acquire the Lotus F1 Team (Team Enstone), targeting participation in the 2016 season as Renault Sport Formula One Team after concluding its partnership with Red Bull Racing. Speculation arose about F1 veteran Alain Prost potentially joining in a senior capacity.

By 3 December 2015, Renault officially confirmed the acquisition of Lotus F1 Team, gearing up for the 2016 campaign. Renault re-entered Formula One as a full constructor, while Red Bull Racing transitioned to a customer team, featuring TAG Heuer rebadged engines from 2016 through 2018.

On 3 February 2016, Renault introduced the testing livery for the R.S.16 and announced their driver lineup: Kevin Magnussen and Jolyon Palmer as race drivers, reserve driver Esteban Ocon, development driver Carmen Jordá, along with academy talents including Oliver Rowland, Jack Aitken, Louis Delétraz, and Kevin Jörg. Key technical roles were filled by chief technical officer Bob Bell and racing director Frédéric Vasseur.

Renault Sport F1 collaborated mainly with the Renault-Nissan Alliance and sponsors such as Bell & Ross, Devialet, EMC, Genii Capital, Infiniti, Total, CD-adapco, Microsoft, Pirelli, OZ Racing, and Jack & Jones.

The team concluded the season ninth in the Constructors' standings with a total of 8 points.

2017 season: Progress and stronger performances

On 11 January 2017, following internal disagreements, Frédéric Vasseur departed the team. Subsequently, leadership was overseen by president Jérôme Stoll and managing director Cyril Abiteboul.

It was announced on 14 October 2016 that Nico Hülkenberg would join Renault for the upcoming season. Meanwhile, Kevin Magnussen moved to Haas F1 Team, and although Jolyon Palmer remained initially for a second year, he was replaced mid-season by Carlos Sainz Jr. starting from the British Grand Prix due to underwhelming results. Sainz made an impressive debut by finishing seventh and outqualifying his teammate, who retired from that race. Renault finished sixth in the Constructors' Championship with 57 points.

2018 season: Achieving best Constructors' Championship position

Nico Hülkenberg continued driving for Renault in 2018 under a multi-year contract while Carlos Sainz Jr., who joined partway through the previous year, also remained on the roster. The team achieved its highest standing by securing fourth place in the Constructors' Championship with a tally of 122 points.

2019 season: Beginning of the Ricciardo era

On 3 August 2018, Renault signed Daniel Ricciardo from Red Bull Racing on a two-year contract to partner with Hülkenberg. Early-season struggles with reliability and aerodynamic performance limited their competitiveness, resulting in a fifth-place finish in the Constructors' Championship. A notable incident involved Renault’s disqualification from the 2019 Japanese Grand Prix due to use of an illegal automatic brake balance system.

Following this campaign, Renault overhauled its aerodynamic division; Chassis Technical Director Nick Chester left the team. To bolster technical expertise, former engineers Pat Fry and Dirk de Beer, both with backgrounds at Ferrari, McLaren, and Williams, were recruited to reinforce leadership within the technical department.

2020 season: Podium resurgence and Renault F1 Team's final campaign

Esteban Ocon signed a multi-year deal with Renault for the 2020 season, taking over from Hülkenberg. The commencement of the season was postponed due to the COVID-19 pandemic. At the 2020 Belgian Grand Prix, Renault achieved their highest points tally in a single race with 23 points and recorded their first fastest lap in ten years. Ricciardo secured two third-place finishes at the Eifel Grand Prix and Emilia Romagna Grand Prix, marking Renault’s return to the podium since 2011. Meanwhile, Ocon claimed his maiden podium by finishing second at the Sakhir Grand Prix. In the Drivers' Championship, Ricciardo ended 5th while Ocon placed 12th; collectively, Renault ranked 5th in the Constructors' standings with a total of 181 points.

For 2021, Renault transitioned to compete under the new name Alpine F1 Team.

Initial turbocharged period (1983–1986)

Renault commenced its Formula One engine production at the Viry-Châtillon facility in 1976 following the closure of Alpine’s competition division. It pioneered the first turbocharged power unit in F1—the 1.5-litre Renault-Gordini EF1 V6—during an era when naturally aspirated 3-litre engines prevailed. At first, engines were supplied exclusively to Renault’s own team, but a customer program was launched in 1983, starting with Team Lotus; Mecachrome handled engine preparation for customer outfits.

Although early outcomes were modest, the appointment of designer Gérard Ducarouge boosted performance by late 1983 and into 1984, with drivers Nigel Mansell and Elio de Angelis frequently reaching the podium. Starting in 1984, Renault also supplied Ligier, which improved from zero points in 1983 to three points that season. Ayrton Senna joined Lotus in 1985 and, paired with the swift yet fuel-thirsty Lotus 97T, secured eight pole positions and three victories; however, reliability problems prevented a championship challenge. Tyrrell adopted Renault power mid-1985, while Ligier achieved three podium finishes with their JS25.

In 1986, Johnny Dumfries partnered Senna at Lotus after Senna vetoed Derek Warwick as teammate. The Lotus 98T secured more pole positions and two wins but was hampered by similar reliability and fuel consumption issues as its predecessor, limiting Lotus's ability to contend against leading teams McLaren and Williams.

After the conclusion of the 1985 season, Renault’s factory team withdrew from Formula One but continued to supply engines to Ligier, Tyrrell, and Lotus. The EF15B engine introduced in 1986 incorporated features such as static ignition and pneumatic valve return systems. Renault Sport ceased its engine program that year, having achieved 19 pole positions and five Grand Prix victories through customer teams.

Achievements with Williams and Benetton (1989–1997)

Renault re-entered Formula One as an engine supplier in 1989 by partnering with Williams after turbocharged engines were banned. The Viry-Châtillon plant developed the RS1—an innovative pneumatic-valved 3.5L V10 unit—competing against Ford, Judd, Yamaha V8s; Honda V10s; and Ferrari and Lamborghini V12s. The Williams-Renault combination earned its inaugural victory at the rain-affected 1989 Canadian Grand Prix with Thierry Boutsen, followed by another win at the 1989 Australian Grand Prix to close out the season.

By , Williams-Renault combined cutting-edge active suspension technology with refined engines to dominate races, winning more than half of them and securing Nigel Mansell’s Drivers' Championship. Customer team Ligier also ran Renault engines during this period. Williams repeated as champions in , fielding the technologically advanced FW15C featuring anti-lock brakes, traction control, power steering, and an improved RS5 engine intake and combustion system. Alain Prost clinched the Drivers' Championship with seven wins that year, supported by teammate Damon Hill’s three victories.

The 1994 season was overshadowed by tragedy when Williams driver Ayrton Senna lost his life at the 1994 San Marino Grand Prix, leaving Damon Hill as team leader. Hill narrowed a significant points deficit to Michael Schumacher by season’s end; however, a collision between them at Adelaide's final race handed Schumacher the Drivers' title while Williams secured the Constructors' Championship.

In response to new regulations limiting engine displacement to three litres in 1995, Renault introduced a lighter RS7 engine featuring fly-by-wire throttle technology. Benetton took over Ligier’s supply of Renault engines for , enabling Michael Schumacher to successfully defend his title and helping Benetton claim the Constructors' Championship with eleven race wins. Williams regained supremacy in and , with Damon Hill and Jacques Villeneuve winning Drivers' Championships respectively. Following Schumacher’s departure to Ferrari in 1996 along with key personnel, Benetton finished third in both championships for two consecutive seasons.

Final phase of factory Renault engines, Mecachrome and Supertec partnership (1998–2000)

After withdrawing from Formula One following the 1997 season, Renault’s RS9 engine variants remained in competition. Collaborating with Mecachrome, which financed and developed the engines, these units were delivered to Williams under the Mecachrome badge. Meanwhile, Benetton utilized the same power units branded as Playlife until 2000, managing only a handful of podium finishes. Beginning in 1999, Flavio Briatore’s enterprise Supertec took over engine distribution, supplying Williams and BAR under the Supertec name during 1999, with Arrows also using them in 2000. Benetton continued with Playlife-branded engines through that year. Despite sporadic point-scoring performances, Supertec-powered cars generally struggled, prompting most teams to seek alternative suppliers after just one season.

Resumption of customer engine supply with Red Bull Racing leading to championship triumphs (2007–2010)

Following Renault’s acquisition of Benetton, the company resumed supplying customer engines by partnering with Red Bull Racing. Initially positioned as a midfield contender, Red Bull leveraged regulatory changes in to capture their maiden victory at the Grand Prix. Drivers Sebastian Vettel and Mark Webber collectively secured five further wins throughout the season, enabling Red Bull to finish as runners-up in the Constructors' Championship. The 2010 season marked a milestone as Vettel and Red Bull clinched both the Drivers' and Constructors' titles—the ninth overall championship for a Renault engine and the first achieved by the RS27 power unit.

Continued championship achievements supplying Red Bull Racing (2011–2013)

At the conclusion of 2010, Renault established Renault Sport F1 as a dedicated subsidiary overseeing engine production at Viry-Châtillon, maintaining supply agreements with Red Bull and their former works team while extending partnerships to Lotus Racing. With Renault’s factory squad rebranded Lotus Renault GP, Red Bull Racing became Renault’s principal works customer, benefiting from complimentary engines supported by Infiniti sponsorship.

During the season, Red Bull dominated with the Renault-powered Red Bull RB7, securing both driver and constructor championships. Sebastian Vettel led from the opening race, consistently finishing on podiums and achieving 18 pole positions. In 2012, despite encountering reliability setbacks related to the RS27 alternator, Red Bull and Vettel secured their third consecutive championship titles. That year also witnessed Williams’ return to Renault engines under a contract extending through 2013.

In 2013, Red Bull reasserted their supremacy with the RB9 chassis, capturing both driver and constructor championships for a fourth straight year at the 2013 Indian Grand Prix. This era firmly established Renault Sport F1 as a premier supplier of Formula One engines.

Challenges during the V6 turbo-hybrid period and conclusion of engine provision (2014–2025)

Renault engineered the 1.6-litre V6 turbocharged Energy F1-2014 power unit to comply with the 2014 Formula One technical regulations. Hybrid turbocharger components were initially supplied by APC Pankl Turbosystems until 2020, with BorgWarner taking over from 2021. The engine made its debut at the 2013 Paris Air Show and was supplied to Red Bull, Caterham, and Toro Rosso under customer agreements valid through 2016.

Initial testing in early 2014 exposed problems with both the turbocharger and energy recovery systems, prompting partial remedies before the season commenced. The Energy F1-2014 engine was criticized for reliability shortcomings and insufficient power output, notably voiced by Red Bull’s Christian Horner following the 2014 Austrian Grand Prix. Throughout the season, Renault implemented hardware modifications and software updates aiming to reduce performance deficits.

In 2015, Red Bull sought to terminate their contract for 2016 due to dissatisfaction with engine performance but eventually renegotiated terms. The 2016 power units used by Red Bull carried TAG Heuer branding. Renault ceased supplying Toro Rosso in 2016, which reverted to Ferrari engines that year. Red Bull extended its partnership through 2017 and facilitated Toro Rosso's return to Renault power in 2017, maintaining branding flexibility.

By September 2017, McLaren adopted customer Renault engines for the 2018–2020 seasons to bolster Renault’s factory team competitiveness, while Toro Rosso transitioned to Honda power units. In June 2018, Red Bull declared a switch to full factory Honda engines starting in 2019. McLaren’s switch to Mercedes engines in 2021 left Renault exclusively supplying its works team based at Enstone, rebranded as Alpine from that year onward—marking Renault’s first exclusive engine supplier role since 2015.

Although Alpine secured victory at the 2021 Hungarian Grand Prix with Esteban Ocon behind the wheel, the Renault power unit remained behind rivals Honda, Ferrari, and Mercedes in terms of performance. In 2023, Alpine acknowledged that their A523 lost roughly half a second per lap solely due to Renault’s underwhelming engine output, hindering competitiveness against front-running teams.

On 29 September 2024, Renault announced it would discontinue its factory engine program after the conclusion of the 2025 season for financial reasons, opting instead to procure engines rather than continue costly internal development. Alpine confirmed it would become a Mercedes customer team from 2026 onwards, utilizing Mercedes power units and gearboxes under updated regulations.

Post-2025 Japanese Grand Prix at Suzuka analysis revealed Alpine suffered a considerable horsepower shortfall on high-speed sections of the circuit, emphasizing Renault’s persistent performance challenges throughout the hybrid era and justifying the decision to end engine supply after the 2025 campaign.

Formula One engine supplier achievements (excluding Renault factory team)

Constructor Season(s) Total wins First win Last win Pole positions First pole Last pole
Template:Country data GBRTemplate:Namespace detect showall Lotus Template:F1–Template:F1 5 1985 Portuguese Grand Prix 1986 Detroit Grand Prix 19 1983 European Grand Prix 1986 Mexican Grand Prix
Template:Country data FRATemplate:Namespace detect showall Ligier Template:F1–Template:F1, Template:F1–Template:F1 0 – – 0 – –
Template:Country data GBRTemplate:Namespace detect showall Tyrrell Template:F1–Template:F1 0 – – 0 – –
Template:Country data GBRTemplate:Namespace detect showall Williams Template:F1–Template:F1, Template:F1–Template:F1 64 1989 Canadian Grand Prix 2012 Spanish Grand Prix 80 1989 Hungarian Grand Prix 2012 Spanish Grand Prix
Template:Country data GBRTemplate:Namespace detect showall/Template:Country data ITATemplate:Namespace detect showall Benetton Template:F1–Template:F1, Template:F1 12 1995 Brazilian Grand Prix 1997 German Grand Prix 6 1995 San Marino Grand Prix 1997 Italian Grand Prix
Template:Country data AUTTemplate:Namespace detect showall Red Bull Template:F1–Template:F1 50 2009 Chinese Grand Prix 2014 Belgian Grand Prix 53 2009 Chinese Grand Prix 2013 Brazilian Grand Prix
Template:Country data MalaysiaTemplate:Namespace detect showall Lotus Template:F1 0 – – 0 – –
Template:Country data GBRTemplate:Namespace detect showall Lotus Template:F1–Template:F1 2 2012 Abu Dhabi Grand Prix 2013 Australian Grand Prix 0 – –
Template:Country data MalaysiaTemplate:Namespace detect showall Caterham Template:F1–Template:F1 0 – – 0 – –
Template:Country data ITATemplate:Namespace detect showall Toro Rosso Template:F1–Template:F1 0 – – 0 – –
Template:Country data GBRTemplate:Namespace detect showall McLaren Template:F1–Template:F1 0 – – 0 – –
Template:Country data FRATemplate:Namespace detect showall Alpine Template:F1–Template:F1 1 2021 Hungarian Grand Prix 2021 Hungarian Grand Prix 0 – –
Total Template:F1–Template:F1 134 1985 Portuguese Grand Prix 2021 Hungarian Grand Prix 158 1983 European Grand Prix 2013 Brazilian Grand Prix


Renault/Alpine Academy

To support its comeback in Formula One, Renault launched a young driver development program aimed at nurturing future World Champions. This initiative was renamed the Alpine Academy after the Renault F1 Team became the Alpine F1 Team starting with the 2021 season.

Formula One results

Renault's record as a constructor in Formula One includes the following highlights:

  • Constructors' Championship victories: 2 titles over 25 seasons (1977–2020)
  • Drivers' Championship titles:
  • Overall race win percentage:


Esports

Year Team Name Car Numbers Competitors Points Earned Constructors' Championship Position
2018 Template:Country data FRATemplate:Namespace detect showall Renault Sport Team Vitality 4.
99.
21. 		Template:Country data GBRTemplate:Namespace detect showall James Doherty
Germany Sven Zürner
Template:Country data SWETemplate:Namespace detect showall Kimmy Larsson 		23 9th
2019 Template:Country data FRATemplate:Namespace detect showall Renault Sport Team Vitality 2.
34.
30. 		Template:Country data NLDTemplate:Namespace detect showall Jarno Opmeer
Germany Cedric Thomé
Germany Simon Weigang 		172 4th
2020 Template:Country data FRATemplate:Namespace detect showall Renault Vitality 40.
27.
N.A. 		Template:Country data FRATemplate:Namespace detect showall Nicolas Longuet
Template:Country data CHITemplate:Namespace detect showall Fabrizio Donoso Delgado
Template:Country data NLDTemplate:Namespace detect showall Casper Jansen 		136 3rd

Full F1 Esports Series Performance

References

External links

Year Car Model Racers 1 2 3 4 5 6 7 8 9 10 11 12 Points Constructors' Championship Position
2018 Renault R.S.18 AUS CHN AZE FRA GBR BEL GER SIN USA ABU 23 9th
James Doherty 5 14 8 15 17 13
Sven Zümer 18 11 15

16

11 6 15
Kimmy Larsson 14 15 16 14 10 12 13
2019 Renault R.S.19 BHR CHN AZE CAN RBR GBR GER BEL ITA JPN USA BRA 172 4th
Jarno Opmeer 2 5 14 3 3 10 1 3 8 6 4 12
Cedric Thomé 11 18 10 1 4

13 12 14

Simon Weigang

8

10 14 7

2020 Renault R.S.20 BHR VIE CHN NED CAN RBR GBR BEL ITA JPN MEX BRA '136'   ! rowspan="4" style="background: #FFDF9F"  |'3rd'  |- |- |- |- |- |- |- |- |- |- |- |- |- |- |- |- |- |- |- |- |- |
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