AN MD10 ON THE DFW RWY 17C SOLDO 2 RNAV DEP DEVIATED WHEN THE FMS ATTEMPTED DIRECT SOLDO 2 INTXN BYPASSING INTERMEDIATE INTXNS.

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WE TOOK OFF ON RWY 17C FROM DFW ON THE SOLDO DEP. WITH NAV ENGAGED; JUST AFTER TKOF AND AFTER I HAD ENGAGED THE AUTOPLT AND 'PROF;' THE ACFT STARTED TURNING L. I REALIZED THAT SOMETHING WAS WRONG WITH THE NAV. THE NAV DISPLAY SHOWED THE NEXT WAYPOINT AS SOLDO; WHICH WAS WRONG. THE WAYPOINT THAT WE SHOULD HAVE BEEN NAVING TO WAS TREXX; WHICH IS BASICALLY STRAIGHT AHEAD. I 'HDG SELECTED' US TO THE CORRECT HDG. THAT CORRECTION WASN'T HAPPENING FAST ENOUGH; SO I DISCONNECTED THE AUTOPLT; AND BROUGHT US BACK TOWARDS THE CORRECT HDG. JUST AS WE WERE SETTLING ON THE HDG (AND SIMULTANEOUSLY THE FO WAS TRYING TO PUT TREXX BACK INTO THE FMS) WE HAD SEVERAL THINGS HAPPEN. WE GOT A MASTER CAUTION LIGHT FOR ENG #3 ANTI-ICE DISAGREEMENT ALERT. ABOUT THE SAME TIME THE FLAPS WERE UP AND WE WERE WELL ABOVE FLAP RETRACT SPD; BUT WE GOT A MOMENTARY STICK SHAKER. AND MY (THE CAPT'S) HEADSET CAME UNPLUGGED. DFW DEP TOLD US TO COME L TO 090 DEGS. THEY THEN SAID THERE WAS A COURSE DEV AND WE SHOULD CALL THEM WHEN WE LANDED. UPON LNDG AND TALKING TO DFW TRACON; THEY SAID THAT THERE HAD BEEN ANOTHER FLT TAKING OFF FROM THE RWYS 18 (WESTERN RWYS AT DFW) AND WE HAD COME WITHIN 2.14 MI AND 700 FT VERTICALLY. BOTTOM LINE: WE WERE DISTR BY ACFT MECHANICAL ISSUES AT A CRITICAL TIME AND WE OVERSHOT OUR CORRECTION TO THE OUTBOUND COURSE (174 DEGS TO TREXX). I AM NOT SURE WHY THE INCORRECT WAYPOINT SEQUENCED IN THE FMS. HAD WE BEEN NAVING CORRECTLY TO TREXX; THIS WOULD NOT HAVE OCCURRED. HOWEVER; ONCE THE INITIAL (INCORRECT) TURN TOWARDS SOLDO OCCURRED; WE SHOULD HAVE IMMEDIATELY CALLED ATC AND NOTIFIED THEM. AS IT WAS; A FEW SECONDS DELAY DURING THE CORRECTION THEN PUT US INTO A SITUATION THAT DISTR US FURTHER WITH ACFT MECHANICAL ISSUES. HAD WE IMMEDIATELY CALLED ATC AT THE FIRST HINT OF A NAV PROB; THEY LIKELY WOULD HAVE HELPED PREVENT US FROM DEVIATING BACK PAST THE COURSE LINE TO THE W AND PREVENTED THE CONFLICT.