MMUN DEP CTLR QUESTIONS DEPARTING B767 FLT CREW REF AN EXPECTED DEP ALT RESTR. FLT CREW QUESTIONS MMUN ATCT LCL CTLR ATC SEPARATION AND COM TECHNIQUE AFTER QUESTIONABLE PHRASEOLOGY.

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RWY 30 OP IN MMUN. SOMEWHAT EXTENDED HOLD FOR TKOF. TKOF CLRNC WAS RWY HDG TO 7000 FT. THE TWR CTLR ASKED IF WE COULD ACCEPT AN IMMEDIATE TKOF AFTER PRECEDING TFC THEN HE SUBSEQUENTLY ISSUED TKOF CLRNC. DURING THE TKOF ROLL; HE STATED THAT WE SHOULD STAY WITH TWR CTLR CONTRARY TO OUR ORIGINAL INSTRUCTIONS TO SWITCH TO DEP. THE CAPT (PNF) ACKNOWLEDGED JUST PRIOR TO V1. CLBING THROUGH 4500 FT MSL ON RWY HDG; TWR TOLD US TO MAINTAIN 2500 FT. AS I LEVELED; THE CAPT ASKED FOR CLARIFICATION AND THE CTLR RESPONDED WITH INSTRUCTIONS FOR A R TURN (NO HDG GIVEN). I STARTED THE R TURN AND THE CTLR GAVE US THE FREQ CHANGE TO DEP. AT THIS POINT WE GOT A BRIEF TA FOR TFC AT OUR 10:30 O'CLOCK POS AND HIGH. THIS ALL HAPPENED IN A MATTER OF SECONDS. THE CAPT CONTACTED DEP AND ASKED IF WE SHOULD DSND OR CONTINUE THE CLB. THE CTLR CLRED US TO FL250 AND GAVE US A VECTOR ON COURSE. LATER; THE ASKED US IF TWR HAD ORIGINALLY INSTRUCTED US TO LEVEL AT 2000 FT ON TKOF. WE TOLD HIM THAT TWR HAD NOT. THAT ENDED THE CONVERSATION. THE TWR CTLR'S ENGLISH WAS VERY POOR. I BELIEVE THAT IN HIS RUSH TO GET US OUT; HE EITHER 1) FORGOT TO PASS THE 2000 FT HOLD DOWN TO US; 2) FAILED TO COORD WITH DEP; OR 3) GAVE IT TO US DURING THE TKOF ROLL BUT WE MISSED IT. THE ENSUING MESS WAS THE RESULT OF HIM GETTING OVERWHELMED. HE SHOULD NOT BE ISSUING CHANGES TO US DURING THE TKOF ROLL (APCHING V1). POOR ADHERENCE TO STANDARD TERMINOLOGY. 'MAINTAIN 250' IS AN EXAMPLE OF WHAT WE HAD TO CLARIFY AS CLRNC TO FL250. ANOTHER EXAMPLE IS HIS INCOMPLETE INSTRUCTION TO 'TURN R.'