SINGLE FMC EQUIPPED B737-300 FLC DEVIATED FROM CLRED ROUTING ON LOUPE DEP; SACRAMENTO TRANSITION FROM SJC.

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TKOF WT: 89000 LBS. CLRNC: LOUPE 9 SAC TRANSITION DIRECT RNO; EXPECT FL230. TKOF AND CLBOUT WERE NORMAL; HOWEVER; ACFT WAS LIGHT AND TEMP WAS COOL; SO ACFT WAS CLBING AT A HIGH RATE. AS WE WERE LEVELING AT 5000 FT AS PER DEP PROC; WE RECEIVED CLRNC TO 15000 FT UNRESTRICTED. WHILE ON THE 120 DEG HDG AND CLBING THROUGH 9000 FT; CLRNC TO PROCEED DIRECT SJC VOR (AT OUR DISCRETION) CROSS THE SJC VOR AT OR ABOVE 12000 FT AND RESUME THE DEP; WAS RECEIVED. WE WERE ABOUT 3.5 MI FROM THE SJC VOR WHEN THE CAPT (HE WAS PF) TURNED TOWARDS THE VOR. WE WERE BASICALLY ON TOP OF THE VOR AND I BELIEVE HE ATTEMPTED TO USE LNAV; BUT IT DID NOT ENGAGE. I BELIEVE HE THEN USED RAW DATA; WHICH I HAD TUNED IN; TO TRACK OUTBOUND ON THE SJC 339 DEG RADIAL TO DYBLO INTXN. WHEN I SAW THAT WE WERE TRACKING OUTBOUND ON THE 339 DEG RADIAL AND COMING UP ON DYBLO INTXN; I TUNED IN SAC VOR AND THE 191 DEG RADIAL INBOUND (011 DEG COURSE). JUST A FEW MOMENTS BEFORE; WE LEVELED AT OUR CRUISE ALT OF FL230. I LOOKED DOWN AND SAW THAT MY CDI WAS CTRED AT THE 011 DEG COURSE AT DYBLO. I NOTED THAT WE WERE ON ABOUT A 360 DEG HDG OR SO; PRETTY CLOSE TO WHERE WE SHOULD HAVE BEEN. AT THIS POINT; I LOOKED AWAY AND STARTED TO GET MY CHARTS OUT FOR RENO. WHEN I LOOKED UP ABOUT 1 - 1 1/2 MINS LATER; BOTH THE CAPT AND I REALIZED THAT WE IN FACT HAD GONE THROUGH THE COURSE AT DYBLO INTXN. WE WERE ABOUT 10-12 DEGS NW OF THE SAC 191 DEG RADIAL. THE CAPT IMMEDIATELY TURNED TO CORRECT THE COURSE. WITHIN 15 SECONDS OF OUR DISCOVERY; ZOA ASKED US IF WE WERE ON A HDG. I RESPONDED NO AND THEN HE CLRED US DIRECT SAC VOR. NO OTHER COMMENTS FROM ATC. I BELIEVE A FACTOR THAT CONTRIBUTED TO THIS WAS THAT THE FMC DID NOT REALIZE THAT WE HAD CROSSED THE SJC ON THE DEP AND IT GAVE US ERRONEOUS INFO FOR THE CLB AND LNAV INFO. ALSO BELIEVE THAT LNAV WAS NOT ENGAGED AS WE WERE IN HDG SELECT WHEN XING DYBLO; THUS WE DID NOT TURN AT DYBLO TO TRACK THE SAC 190 DEG RADIAL INBOUND. I LEARNED THAT I SHOULD BE MORE COGNIZANT OF THE LNAV/AUTOPLT MODES; EVEN IF I'M NOT FLYING. SUPPLEMENTAL INFO FROM ACN 570018: AUTOPLT WAS ON. HAVING TROUBLE WITH THE FMC; WHICH WOULD NOT GO TO SJC MADE ME BEGIN TO TROUBLESHOOT THE FMC AND STOP FLYING THE AIRPLANE. IT IS COMPANY PROC FOR ME (PF) TO INPUT THE FMC WITH AUTOPLT ON. I AM SO INGRAINED WITH LNAV FLYING OFF OF THE FMC THAT WHEN UNABLE TO ENGAGE IT AND FORCED TO TRANSITION TO HDG AND VOR/LOC; I FAILED TO MONITOR RAW DATA (RADIAL/DME; FO'S; HSI; ETC) AND CONTINUED TO MONITOR THE FMC. I THOUGHT I WAS ON PROGRESS PAGE FROM SJC; NEXT POINT DYBLO; BUT WAS REALLY ON LEGS PAGE; NEXT FIX SJC; THEN DYBLO. BEING THE PF AND TRYING TO FIX THE FMC DISTR ME FROM FLYING THE ACFT. I CAN'T WAIT FOR -700 LIKE MOVING MAP DISPLAYS IN THE -300/-500'S! NEXT TIME I HAVE A PROB WITH THE FMC THAT REQUIRES ME TO TRANSITION TO NAV WITH OTHER THAN LNAV; I WILL DIRECT THE PNF TO FIX THE FMC. IS THIS AGAINST OUR PROCS? I GUESS A PROB WITH PROGRAMMING THE FMC SHOULD BE HANDLED LIKE ANY OTHER PROB. PF -- FLY; PNF -- FIX IT. THAT IS WHAT I WILL DO NEXT TIME.