In an ominous line from the classic 1968 film "2001: A Space Odyssey," a computer named HAL 9000 claimed it was "by any practical definition of the words, foolproof and incapable of error."

Of course, HAL was "self-aware" and became more than just a little dangerous, killing four crewmates before the fifth one managed to shut it down.

Science fiction? Sure. But while the tiny computers tasked to manage today's vehicles aren't consciously plotting against mankind, they present manufacturers and drivers with a whole new set of potential problems that can't be solved with a wrench.

Toyota Motor Corp., for instance, recently recalled about 400,000 model year 2010 Prius hybrids. The flagship high-tech gas sipper suffers from a software glitch that keeps the brakes from responding appropriately.

This comes on the heels of the 8 million vehicles the company previously recalled for sticky pedals and floor mats — problems that Toyota says are purely mechanical.

Still, there has been speculation, including some disturbing words from the likes of Apple co-founder Steve Wozniak, that software programs may in fact be a much bigger issue than Toyota is acknowledging.

Now, fresh reports have begun to surface that Toyota is facing yet another problem; this time with the electric power steering on its 2009 and 2010 Corollas, the second best-selling vehicle in the United States.

The headlines might make it appear otherwise, but the growing pains brought on by new-fangled technology don't begin and end with the world's biggest automaker.

Earlier this month, Ford Motor Co. announced a thinly-veiled recall of its own by issuing what it called a "customer satisfaction program" to the 17,600 owners of its Fusion and Mercury Milan hybrids. Like Toyota, the fix involves updating the program to ensure the cars' brakes respond in real time.

So when does it end? Not anytime soon, according to Edmunds.com Chief Executive Jeremy Anwyl, who urged competitors not to feel too smug about Toyota problems.

"As these vehicles grow in technical complexity, we'll see more and more mysterious situations that are very hard to diagnose," he said.

Anwyl went on to say that there should be an audit trail that makes it actually easier to figure out when and where a problem arises, thought that's not always the case.

Michael Robinet, an automotive analyst for CSM Worldwide in Michigan, said that what we've seen so far in terms of bringing electronics into the vehicles is "just the tip of the iceberg" and recent glitches need to be taken in stride.

"There are always going to be some bumps in the road along the way, but the public should bear in mind that it's just the nature of the beast," Robinet said. "We're talking about machines that have 3,000 parts working to come together in harmony."

In order to meet more stringent mileage and emissions standards, carmakers have no choice but to concentrate on making the push, he added.

"Manufacturers in their trek to eke more and more fuel economy out of tomorrow's vehicles are going to have to focus on weight reduction in the car," he said.

Robinet explained lightweight electronics are now being used to replace the far heavier mechanical components that for decades ran a car's brake, fuel and steering systems.

The burgeoning demand for cutting edge technology under the hood is reflected in the segment's booming semiconductor business.

Total sales for car-related chips grew 9 percent from $15.8 billion in 2005 to $17.1 billion in 2008, according to International Data Corp.

Revenue dipped to $14.6 billion last year as demand for cars dropped sharply, but it is projected to reach $19.1 billion by 2013. IDC said.

IC Insights, a technology research group focused on the semiconductor industry, projects two groups of automotive chips—one analog, which turn such elements as pressure and temperature into digital signals that computer can understand, and the other digital — to be among the top five best growing segments of the chip market in 2010.

"It's really been quite a market that's been establishing itself in the background," analyst Roger Kay of Endpoint Technologies Associates said.

Microprocessors are used for a range of functions, from controlling a car's engine, brakes and security systems, to running its navigation and entertainment systems.

Chips and high-tech components have also played an increasing role in safety, warning about collision dangers while cars are backing up or changing lanes.

Because of the nature of the market, the demands for quality control are higher, industry executives say.

"You have a much more rugged environment than any other market segment you can think of," said Paul Grimme, general manager of STMicroelectronics' automotive product group. "A consumer application is not going to have the same kind of requirement where you want to work in cold temperatures in Alaska and warm temperatures on the Equator."

STMicroelectronics had the biggest share of the automotive chip market in terms of revenue in 2008, according to IDC.

Kim Morgan, spokesman for Texas Instruments, which had the fourth largest market share in 2008, said the biggest concern about the use semiconductors has more to do with driver distraction, a whole different issue automakers must face.

"The demand is up for entertainment features," she said. "But we have to balance that and work with customers because the use of these cool features is also fueling concerns about distracted driving safety."

Brian Matas, vice president of market research at IC Insights, said he's heard a bit more chatter about the need to "back off on the big push to move ahead with everything electronic" and that the industry may need to reevaluate some things.

"I'm not sure how much of it is 1/8chip3/8 related or a software issue," he said. "Whether it's one or the other, it's certainly a red flag as the industry looks to embed and incorporate more electronics into the system."

Still, he agreed that the long-term trend is definitely toward more electronics, not less.

"Some of it's a bit of overkill," he added, pointing out that each technological implementation is just "one more thing that can go wrong in a car."