and to disregard the limits is no good idea...
pilots tend to take sop more important than jeppesen limits and this happened in a company with thrust reduction and acceleration 800ft:
departure with an early right turn due hills ahead and minimum gradient 6% up to 1700ft:
using aircraft with enhanced gpws (looking ahead with terrain database) hard warnings "pull up" before starting turn as this system does not look around a planned corner...
myself I use normally flight path vector dialing in corresponding angle instead of doing an "open acceleration" and our airbus fms preflight gives good reference altitude when changing acceleration altitude to upper end of restriction...