NJT kinda did that with the ACES service - a P40 at one end, ALP-44 at the other. It worked well enough.
It's a bit silly, for Amtrak, that they need dual modes, since they litterally need the DM feature for about 1 mile (if that) in/out of Penn on the west side, and the trip through the East river tunnels to Sunnyside. Now that the open space on the west end is closed up, and all, there's probably LESS ventilation down there. Too bad - it'd be interesting to see what the feasability of just changing ends at Penn, putting the loco on the west end, running a tier 4 unit, and doing the servicing up at MN's facility, would look like, and how that'd compare vs buying new DMs. For Amtrak, DM is a lot of effort for a tiny (TINY!) percentage of the track they run over.
In a better world, just electrify to Albany, and buy third rail electrics for long distance stuff and M8s for Albany runs (even if the M8 is less than ideal, it exists and there'd be parts commonality with MN and CDOT)
None of the operators of third rail DMs have much luck, and the the ALP45s don't seem to be too spectacular either, though NJT doesn't release numbers (they probably don't know them, knowing how dysfunctional NJT is...). The DM-30s are known duds (who did the traction on those?), the P-32s don't fare much better on MN.