B767 CREW EXCEEDS 250 KTS BELOW 10000 FT AND OVERSHOOTS ASSIGNED ALT ON DEP FROM LAX.

Narrative

THE TKOF FROM LAX RWY 25R WAS NORMAL. THE ONLY DIFFERENCE WAS ON THE LOOP 4 DEP FROM LAX YOU HAVE TO CROSS THE SMO VOR 160 DEG RADIAL AT OR BELOW 3000 FT AND TURN TO 235 DEGS. TO DO THIS; I DID NOT FOLLOW THE FLT DIRECTORS UP AND INSTEAD DID A GRADUAL CLB. NOTE: THE 3000 FT ALT RESTR WOULD NOT HAVE BEEN AN ISSUE. APCHING THE RADIAL; DEP CTL ISSUED A CLB TO 15000 FT. THE CAPT; PNF; ASKED IF THE 3000 FT ALT RESTR STILL APPLIED. DEP CTL SAID NO. THE ACFT WAS NOW LESS THAN 1/10 MI FROM THE SMO 160 DEG RADIAL. THE CAPT TRIED TO ERASE THE SMO 160 DEG RADIAL RESTR; WHICH ERASED THE WHOLE DEP FROM THE BOX. I STARTED TO FLY THE ACFT ON A 235 DEG HDG AND ASKED FOR '235 DEG HDG SELECT.' THE CAPT REBUILT THE DEP. DEP CTL THEN AMENDED THE CLB TO 5000 FT AND A L TURN DIRECT LAX VOR. NOTE: MY HSI WAS IN THE CLOSEST SCALE AND COULD NOT SEE THE LAX VOR ON THE MAP (BEHIND ACFT). APCHING 5000 FT; DEP CTL ISSUED A CLB TO 6000 FT. THE CONVERSATION INSIDE THE COCKPIT WAS ABOUT 'HOW DOES THAT LOOK FOR DIRECT LAX VOR?' I LOOKED AT THE AIRSPD WHICH WAS SLIGHTLY ABOVE 250 KTS. I THOUGHT THAT WAS WEIRD. THE ACFT HAD GONE THROUGH 6000 FT AND WAS NOW AT 6400 FT (MAX 6600 FT). I RETURNED THE ACFT TO THE CORRECT ALT WITHOUT INCIDENT. I MADE THE MISTAKE NOT THE CAPT; BECAUSE I WAS THE PF. THE EARLY USE OF THE AUTOPLT WOULD HAVE HELPED; BECAUSE 2 PLTS COULD HAVE MONITORED THE ACFT; AND IT WOULD HAVE HELPED REDUCE THE PNF'S WORKLOAD.