The first answer is a perfect answer. Assuming you have your physical license in your possession, you need a new Medical plus a Flight Review from a CFI, who will decide how much training is required to get you to being proficient and safe.
The flight review also includes an hour of ground time where the CFI will check your knowledge on subject areas that you need to be up to date on to be safe (as opposed to being like a checkride oral where you are quizzed on everything).
You can get a jump-start on the knowledge section by reviewing regulations (pilot currency, etc.), aerodynamics if you are rusty on it (especially stall/spin awareness/avoidance/recovery), performance: practice calculating weight and balance and runway lengths required, weather, weather products (like METARS, TAFs, etc.), airspace (since much has changed).
Check out www.aviationweather.gov and always check tfr.gov before every flight (click on the button that makes it show you a map of all the current TFRs so you don't have to read the list).
You can download FAA books like the Pilot's Handbook of Aeronautical Knowledge and others for free in pdf form from FAA.gov
The FAA has a "WINGS program", which is online learning that counts toward the ground time requirement for a Flight Review.
However, it's been so long since you've been current that the WINGS online learning won't satisfy the 1 hour of ground required for the Flight Review for this first one.
It's been so long that you'll be doing some training- not just a flight review (as you know).
Regarding the aircraft types, as has been said, from a regulatory standpoint little Cessnas don't have type ratings. You should train in whatever type you are most comfortable in. If that is a C172, use that. Then if you want to fly something more complex, the FBO you rent if from will give you a checkout on that airplane.
Since you are in Florida (as you already know), you'll want to hit the weather and weather products knowledge hard because of the thunderstorms and all the other nasty stuff associated with that warm unpredictable unstable air down there.
Regarding the instrument rating, your CFI will probably have you start from scratch in order to find out where you are with that, and then fast-forward through whatever you are competent on. However, even more than VFR skills, the instrument scan really suffers from disuse, so you'll have plenty of time to work on it. Your CFI will also make sure you understand disorientation, unusual attitudes, and how your vestibular system works (more stuff you can review).
You'll want to learn how GPS works. Lots of new cool stuff there with WAAS and GPS approaches.
I don't know what it's like in Florida, but new C172s have been equipped with Garmin G1000 (glass) avionics for so many years now (since 2005) you are going to encounter a lot of those. of course, there are TONS of 1980s and 1990s and early 2000s Cessnas out there with conventional instruments to fly. It just depends on what the flight school has of course.
I learned on Piper Seminoles with conventional instruments and then instructed at a school that had a bunch of new Diamond DA40 and DA42s with G1000. The G1000 is fantastic for instrument flying.
For VFR, you should be constantly looking outside for traffic avoidance so it doesn't matter too much what is inside the cockpit if you want to get a lower rental rate on an airplane.
Make sure the CFI makes sure that you get actual crosswind landing and takeoff practice (review the proper flight control inputs, including during taxi).
If you ever have an engine failure right after takeoff, never turn back. Land straight ahead. Maintain best glide speed and don't pull up to go up because you'll just stall (as you already know).
Don't do continued VFR flight into IFR conditions (the most common cause of GA accidents). Make sure you understand stall and spin avoidance and recovery techniques.
There's no pressure. Look at it all as training, not a test.