FLT CREW OF B757-200 EXPERIENCES TRACK DEV ON HOLTZ RNAV SID FROM LAX. RPT SHAEF WAYPOINT GROSSLY MISLOCATED IN FMS DATABASE.

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DURING AN RNAV DEP FROM LAX RWY 25R VIA THE HOLTZ7; WE HAD AN ENRTE DEV DURING THE PROC APCHING ADORE WAYPOINT. WE HAD JUST RECEIVED A CLRNC FROM DEP CTL TO ACCELERATE TO 250 KTS AND MAINTAIN 5000 FT. AFTER SELECTING THE NEW SPD; I NOTICED THAT ALTHOUGH THE TURN AT ADORE WAS IN THE RIGHT DIRECTION; A TURN TO THE L; IT APPEARED TO BE MUCH GREATER THAN I HAD SEEN ON THE CHART. I THINK THE CAPT AND I NOTICED IT AT ABOUT THE SAME TIME; BECAUSE WHEN I LOOKED UP; HE HAD ALREADY DISCONNECTED THE AUTOPLT TO STOP THE TURN TOWARDS SHAEF. AT ROUGHLY THE SAME TIME; WE GOT A CALL FROM DEP TELLING US TO TURN RIGHT TO AROUND 220 TO 230 DEGS. DEP ULTIMATELY GAVE US VECTORS TOWARDS THERMAL TRM AND A FREQ CHANGE AND WE PROCEEDED ON TO OUR DEST. I MADE A COPY OF THE WAYPOINTS AS THEY LOOKED AFTER AN INTERMEDIATE LEVELOFF; AND NOTICED SHAEF WAYPOINT WITH THE RANGE SET AT 40 MILES WAS ACTUALLY ON THE E SIDE OF LAX AND SUPERIMPOSED OVER ONT. I CALLED LAX CLRNC DELIVERY TO TELL HIM OF THE APPARENT ERROR IN THE SOFTWARE OF OUR ACFT; AND GAVE HIM THE PARTICULARS. HE TOLD ME THAT ATC HAD JUST SHUT DOWN THE HOLTZ7; AND THAT THE OTHER 3 ACFT HAD EXPERIENCED THE SAME PROB. HE STATED THAT THEY WERE 'TESTING' THE DEP; AND THAT APPARENTLY ALL 3 OF THE ACFT HAD BEEN THE SAME ACR. WE NOTIFIED DISPATCH OF THE PROB AND THAT WE WERE GOING TO FILE A RPT. DURING THE PREFLT; BOTH THE CAPT AND I REVIEWED THE RNAV DEP AND THE ASSOCIATED PAGE SPECIFICS ON THE SID ADVISORY NOTICE. WE ACCOMPLISHED THE CLRNC CHK; RTE CHK; AND THE LEGS CHK WITH THE CAPT READING FROM THE CDU WHILE I VERIFIED THE WAYPOINTS ORDER ON THE DEP AND THE FLT PLAN. WE WERE BOTH IN THE 10 MILE RANGE DURING THE PREFLT AND FOR THE TKOF. IN POSITION FOR TKOF; THE ACFT WAS PERFECTLY ALIGNED WITH THE RWY SYMBOL. THE CAPT HAD BRIEFED THAT WE WOULD SELECT LNAV ABOVE 100 FT; AND THAT WE WOULD ENGAGE THE AUTOPLT OUT OF 1000 FT. THE INITIAL DEP WAS ACCURATE UP TO THE ADORE WAYPOINT. IN HINDSIGHT; IT APPEARS THAT THE WAYPOINT FOR SHAEF WAS NOT CORRECTLY PROGRAMMED IN THE SOFTWARE. ALSO; IF WE HAD EXPANDED THE MAP DISPLAY UP TO THE 40 MILE; OR POSSIBLY THE 20 MILE RANGE; OR NOTICED THE HDG THAT WAS DISPLAYED ON THE FMC WITH THE CHART; THIS MISPLACED WAYPOINT MIGHT HAVE BEEN SEEN PRIOR TO DEPARTING. I CAN GUARANTEE THAT THESE EXTRA STEPS WILL BE PART OF MY PREFLT PREPARATIONS. RWY 25L WAS CLOSED AT THE TIME OF THIS INCIDENT; AND NO OTHER KNOWN TFC WAS AFFECTED BY THIS INCIDENT. WE WERE IMC AT THE TIME OF THE DEV; AND OUTSIDE OF THE INITIAL HDG ASSIGNMENT; ATC DID NOT MAKE ANY OTHER ISSUE OF THE DEV TO US OVER THE RADIO.SUPPLEMENTAL INFO FROM ACN 707937: ALL POINTS WERE PRESENT AND IN THE CORRECT ORDER AND WITH THE PROPER ALT RESTRICTIONS. I DID NOT NOTICE THE 069 DEG COURSE BETWEEN ADORE AND SHAEF ON THE CDU BECAUSE I WAS SO INTENT ON CONFIRMING THE POINTS ON THE MAP DISPLAY. BY USING THE TEN NAUTICAL MILE SCALE I ONLY SAW ONE POINT DISPLAYED AT A TIME. IN HINDSIGHT; I SHOULD HAVE INCREASED THE SCALE OF THE MAP DISPLAY AFTER CHKING THE POINTS SO I COULD HAVE SEEN THE ENTIRE RNAV DEP ON THE DISPLAY AT ONE TIME.