I recommend you go for a DA20, DA40, or SR20. A much more modern airframe, faster, safer, better visibility, and more enjoyable than the 172. CAP flies 182 so you'll have to take a few lessons to transition either way.
I'll come back later tonight to explain my reasoning more specifically (don't have much time right now).
Besides being a faster airplane this is why I think you should do your training is either DA20, DA40, or SR20.
DA20 has a light composite airframe that gives you high speed (relatively) on a 125hp engine. Since it was build out a glider you have a great glide ratio (1:14 as far as I remember). One of my favorite things that the Diamond did is made the seats a part of the main frame, so in case of a crash the seats stay where they are and do not squash the pilot. Also you have very good visibility as the canopy has no bars wish give you a large blind spot and make you have to look around. It does have more sensitive controls, a stick, and a conventional throttle (no idea what's the officially name is, google for a cockpit picture of it and a 172 you'll see what I'm taking about), now personally I see those as advantages but it's just a point of view.
If you do your training in a non-trainer aircraft (such as DA40 & SR20) it will take a little longer to get your license and will cost more. However if you do your training in a trainer you will get used to your airplane correcting a lot of mistakes (such as not wanting to spin), I personally see this as a disadvantage because after you get out of training you will probably fly something faster that will not be so forgiving.
If you do decide to do your training in an aircraft of this class keep in mind that it will have systems that might be a little overwhelming for new student, such as a constant speed prop and a glass cockpit. It will require more studding.
One of my personal favorite advantages of the SR20 is it's ballistic recovery system, basically it has a rocket in the back that deploys a parachute for the whole plane in case if you get in deep trouble.
Than again there is nothing wrong with the 172, I just suggest a few things over it.
I recommend you take a flight in a few different airframes to decide what you like best.
What ever you do do not do your training in a C-172SP. It has a G1000 that just does not belong in a 172 (it does not fit). The fuses are located under the yoke because there is no room for them anywhere else, so in case if you have to pull out one of your fuses in flight (or push it in after it pops out) you will have to turn your yoke 90° to see which fuse is witch and as far as you understand you do not want to do that in flight. Also if you'll be flying IFR and your G1000 stops working you will be forced to use your standby instruments, those are located just above your throttle. They are incredibly uncomfortable to use, you will need to move your seat all the way down and back to see them at a proper angle. Plus the whole things adds a good hundred pounds the the airplane.
