One other aspect associated with the 2024-T3 fittings - the taper pin fit in the bores formed by the fitting plates' stack has to be very, very good. For "production" VEZ wing fittings (those assemblies made by Ken Brock), the cutting tooling for making the taper pins and the cutting tooling for making the bores in the fitting plates were ground to the desired taper on the same jig/fixture. This ensured a very good fit, after machining. Subsequent to the basic machining, the taper pins were lapped into the fitting bores. Per-plans taper pins are 4130 steel, with a 125 KSI heat treat, followed by cad plating & baking. With Nickel Alloy 718 & Ti, you'd have to ensure you achieve an adequate pin fit in the bores, without distorting the pins themselves (with modern digitally-base dmachining, I'd guess this is possible). The 125 KSI heat treat on the per-plans pins, coupled with 2024-T3 for the fitting plates, allowed fine lapping & controlled wear of the aluminum, and little, if any, corresponding wear on the pins.
As noted, Alodine, or similar chemical film treatment of the bare 2024-T3 is satisfactory for the fittings - I have a VEZ in a marine climate (Puget Sound region), and with the Alodine treatment and wing removal every Condition Inspection, I have never had any corrosion problems. Good marine-grade grease on the fitting mating surfaces, and LPS-3 or Boeshield T-9 on the bolts has served me well.
If I were to do it all over, I'd stick with 2024-T3, and have a very light phosphoric acid anodize (no other anodizing process) for corrosion protection and epoxy bond. I'd not do anything beyond a certian type of phosphoric acid anodize, on account of fatigue performance reduction induced by the more mainstream anodizing processes.