Pallet shipping from Italy
to Brazil

Italy exports the kind of goods that fill a pallet rather than a parcel: elevator doors and components, vehicle and motorsport parts, Carrara stone, Sassuolo porcelain, espresso machines and professional kitchen lines, design furniture and machinery spares. Dense, heavy, and bought in the quantity a project or a resale order needs.

The blocker is rarely the supplier's willingness to sell. It is that a Italian factory or distributor is set up to invoice and deliver domestically, and an overseas buyer is not the customer its logistics were designed for. Giving that supplier a local address turns the export problem back into the domestic delivery it already knows how to do.

From there it is ours, and it is physical. Everything is received and checked against your order, photographed, weighed and measured. Fragile faces get edge protection and corner boards; heavy items go to the base and the weight is distributed so the load travels square; the stack is strapped and wrapped, and wood packaging is ISPM-15 treated. Then the paperwork happens once for the whole pallet instead of once per parcel: one commercial invoice matching the contents, one packing list, real weights and dimensions.

These are the orders this lane is built for. None of them is a container and none is a single parcel — they are the awkward middle, where the supplier sells brilliantly at home and stops at the border.

**The lift installer.** Landing doors, car doors, operators, guides and drive units, bought from the district that supplies much of the world's lift industry. The maker delivers anywhere in Italy and nowhere else; the installer is in Bogotá or Monterrey with a building waiting on a certificate.

**The workshop restocking parts.** Braking, performance and interior components, plus the classic-car parts that only exist in Italy — often from sellers that will not ship abroad at all. One order becomes a dozen sellers, and a dozen sellers becomes one pallet.

**The contractor finishing a floor.** Sassuolo porcelain or Carrara stone, ordered in the quantity a project needs rather than the container the factory prefers to load — and needed as one batch, because tone varies between production runs.

**The café or restaurant opening.** An espresso setup from one maker, a deck oven from another, prep and warewashing from a third, arriving over several weeks and leaving as one shipment timed to the opening date.

**The plant with a line down.** A gearbox, a servo, a bearing set. Small, dense, expensive and urgent — the one case where paying for air is obviously right, and where we ship without waiting to consolidate.

If yours looks like one of these, the fastest thing you can do is send us the list: what you are buying, roughly what it weighs and where it has to land. You get a quote against the real load, not a rate card.

Everything in Brazil follows from which regime your goods travel under. A parcel forwarded to an individual is treated as a remessa: a flat 60% federal import tax on the customs value — product plus freight plus insurance — with state ICMS of 17–20% on top, calculated inclusive.

The reduced or zero bands people read about in the news belong to Remessa Conforme and apply only to platforms certified with the Receita Federal, never to a forwarded parcel; the measure underpinning them was also set to lapse around September 2026 unless converted, so do not build a model on it.

A company importing for resale is in a different world. Formal import requires RADAR/Siscomex habilitation and, in practice, a despachante aduaneiro; the tax stack is import tax plus IPI, PIS/COFINS and ICMS, several of which may generate credits depending on your tax regime.

That is why the first conversation we have with a Brazilian buyer is about regime and habilitation rather than freight rates — and why, for genuinely low volumes where formal import is not yet worth it, we say so plainly instead of pretending the 60% does not exist.