One of the many reasons that we're paid a reasonably high salary in this profession is that we have to make decisions, and following something by rote is not a decision, but a 'canned response'.
There is the world of a difference between a quick return circuit in visual conditions when below maximum landing weight, and diversion to the Departure Alternate several hundred miles away in IMC. In the first case you'll probably be on the ground before you could complete the relight checklist, in the latter it is highly desirable to attempt a restart of an undamaged engine.
For a scenario mid-way between these 2 extremes, e.g. good weather for immediate return, but 20 minutes of fuel dumping required, I might as well do something productive during the fuel dump, like attempting a relight.
Too many variables - Make a decision based upon the existing circumstances.
Old Smokey