TC recommendation A999 (non lock up)

If a 1200 gets the tires squalking then that's enough.
As you found out, a 2400 lets the engine spool up to anything you want.
The two things you didn't mention are tire size and cylinder pressure. These will play a huge role in TC selection.
With skinny tires and 165psi yur screwed for TC cuz no matter what you put in there, you will have mega tirespin.
If your tires hook at 110 psi cylinder pressure,right at the line, yur gonna need more stall. Rather you can use more stall.
Tires and pressure are key ingredients.
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I ran the Mopar 292/292/108 cam for one summer,which was already too long for me. With 3.55s and a 4-speed, the power in first gear didn't hit until the low 40s mph, with tirespin the whole way.In second gear the power was just coming on at 60mph, still with tirespin.
I went from 245s to 255s to 275s with very little change in tirespin.My cylinder pressure was in the low 180s (aluminum heads). It was a lotta fun, but waaaaay overkill for a streeter. Since the fuel-mileage was atrocious, I yanked and sold that cam to the first guy that showed interest, before the summer was over. That cam did not show it's worth until third gear after the tires stopped spinning. Finally I could feel the pull; whoa....... she trapped in third gear at 106, on the only pull it ever made. We came, we made the pull, we ate the track food, and made the return 3 hours home.Whatta day.

With adequate pressure, that cam in my combo, had no bottom end softness to her. In your combo with the 2.74 low gear and the TC multiplier, I can't see softness either, so long as the pressure is up decent. Yur gonna have some 60% more take-off ratio than my
2.66x3.55=9.44. It didn't take much clutch to set the tires on fire.
For you it looks like;
2.74x3.55=9.73, but you also have a multiplier in the TC, that varies automatically between about 1.8 and 1.1.. so at zero mph that ratio could start out at;
9.73 x1.8=17.51, which will instantly set your tires on fire. As soon as the tires spin, the multiplier in the TC will readjust it's ratio . Even if it could drop to 1.1 (which it won't), the ratio is still
9.73 x 1.1=10.70; but now your engine has spooled up, and by 2800 she is making major torque already, even with lousy cylinder pressure.
>Your cruise rpm is about 65=2870 locked up. So a 2800 TC would work fine, and is more stall than you need for taking off with.
But it's nice to have a 2800 at 30mph because, when cruising, your rpm will be ~1450 in Drive/~2040 in second, which will spool up with throttle to ~2800, and away you go; you don't have to use much throttle to play in traffic in second gear. But when the opportunity presents, a 2-1 KD into first will get you 3620, and the TC is already as stalled as it can get.And the 292cam makes plenty of power at 3600; that will be close to the torque-peak. In fact, it should light the tires up at 30 with a 750DP.
But for every one time you need a 2-1KD, there will be hundreds of times when you don't need or want a screaming engine, and that is where the 2800 comes into play. Your 360 has plenty of torque at 2800, and IMO, that is gonna be fun.
Does your 360 need a 2800? I doubt it. She can probably get away with a 2000 with adequate cylinder pressure. Or a 2400 with typical pressure. But the 2800loc-up, at 30mph, is gonna be a chitload of fun.

The thing is, with a lock up, you don't have to limit yourself to those smaller stalls, or even a 2800.
I just like the 2800,
and with your skinny tires, I feel that you'll never need more.
I like how the 2800 works behind my 318 winter-engine. It was tame enough for a DD, made pretty good fuel mileage (no loc-up), but when the 318 was asked to work, it was like stretching a flat-band snatch-rope between cars and winding it up. When it hit 2800ish, the stretch was gone, and POW!, she was pulling hard.And that was with a 1973 smogger-teen at 145psi. With 295/50-15s she wasn't much for spinning the tires (with 3.55s) but like I said; at 30 mph a 2800 is a lotta fun in second gear ( I put a manual-shift in her to prevent unwanted 2-1 downshifts.)

To be fair; I have never had a higher than 2800 stall TC.
This one has been following me around since the late 70s, going from car to car, as the bodies rotted, and I discarded them. It's always been on stock short-block 318s; except the time I put a 340 top-end and cam on one; in the which, a 2800 was not enough. In a C-body with 2.94s, that was a disaster,lol.