The original Ultramatic did not switch automatically between high and low gearing ratios. The driver selected "high-range" or "low-range" ratios through the column shift lever. The intention was that in normal driving, the high (1:1) ratio would be selected at all times, and the two stage, dual turbine torque converter (actually a total of four turbines were employed) was used to reduce gearing for starting off. At a speed of (depending on rear axle ratio which affected the rate of governor pressure rise), hydraulic pressure overcame the opposing throttle pressure, as determined by carburetor linkage position, causing the Direct Shift Valve to apply the "direct drive clutch". This "locked" the torque converter, giving direct mechanical drive from the engine to the rear wheels. This became the Ultramatic's definitive feature, eliminating the power-robbing slippage of the torque converter at cruising speeds. On the highway, the Ultramatic delivered the same economy and power as a manual transmission. With the exception of Borg-Warner, in their Studebaker "Automatic Drive", major automotive manufacturers did not generally employ a locking torque converter until nearly thirty years later.