Step 1: Combine the two defining formulas symbolically before putting in numbers.
The chamber pressure relation is $c^* = p_cA_t/\dot m$, and the thrust relation is $F=C_Fp_cA_t$. Divide the second by $\dot m$:
\[
\frac{F}{\dot m} = C_F\left(\frac{p_cA_t}{\dot m}\right) = C_F c^*
\]
The left side, $F/\dot m$, is exactly the effective exhaust velocity $V_e$. So there is a direct shortcut identity:
\[
V_e = C_F\,c^*
\]
Step 2: Use this identity to get the effective exhaust velocity straight away.
\[
V_e = 1.5 \times 1200 = 1800 \text{ m/s}
\]
This matches the value found from thrust divided by mass flow, but this route never needed the chamber pressure at all.
Step 3: Get the specific impulse from $V_e$.
\[
I_{sp} = \frac{V_e}{g} = \frac{1800}{9.8} \approx 183.67 \text{ s}
\]
Step 4: Now find the chamber pressure from the $c^*$ definition on its own.
\[
p_c = \frac{c^*\dot m}{A_t} = \frac{1200\times75}{0.025} = 3600000 \text{ Pa} = 3600 \text{ kPa}
\]
Both quantities agree with the first method, confirming option (A): a chamber pressure of 3600 kPa and a specific impulse of 183.67 s.
\[
\boxed{p_c = 3600 \text{ kPa}, \quad I_{sp} = 183.67 \text{ s}}
\]