Single pilot reported a rejected takeoff that resulted in a runway excursion; causing damage to the prop and nose gear.

Narrative

After conducting a preflight; weight & balance; and take off performance review; I planned to take one passenger on a GA flight locally to include the traffic pattern and a circuit of the town (about a two mile radius of the airfield). Take off roll performance indicated a conservative 1900' roll required to clear a 50-foot obstacle given the pressure altitude and a grass strip. The grass strip was deemed sufficient. I briefed the passenger and started the engine normally and the brake check pre-taxi was fine. The windsock was slack but indicated last breeze favored Runway XX. I back taxied for Runway XX; performed an engine run-up without issue; all instruments indicated appropriately. I set up for a short/soft field take off on Runway XX; and verbalized the abort point - the beginning of the main hangar (where the windsock is located); applied 10-degrees flaps; used all available runway; applied back pressure on yoke to be tapered off as the plane accelerated down runway. We did not have the airspeed required at the abort point; so I pulled throttle to idle and applied brakes. The airplane stopped with about 100' of runway remaining.I decided to make another attempt; back taxied and checked the windsock as we went; confirming air was still slack and direction had not changed. Again; set up for a short/soft field take off on Runway XX; and verbalized the abort point - the beginning of the main hangar (where the windsock is located); applied 10-degrees flaps; used all available runway; applied back pressure on yoke to be tapered off as the plane accelerated down runway. We did not have the airspeed required at the abort point; so I pulled throttle to idle and applied brakes. This time the braking authority was not as effective. The aircraft slowed and was nearly stopped when the nose gear sank down the bank at the end of the runway. The nose gear collapsed and the aircraft nosed over into the soft earth of the ditch.When the aircraft's motion stopped; I turned off the magnetos and took out the key; pulled the mixture to cut-off; and turned of the master & alternator switches. I asked if my passenger was alright; he said he was. I told him to exit the plane and move back up the slope to the runway.When we got up the (roughly 6') bank; a truck with workers was approaching to offer assistance. Someone noticed that the strobe was still blinking. There was no smoke or indication of fire; so I approached the cockpit to check the master switch (only the alternator had switched off). I turned the master switch off; and switched the fuel tanks to the off position. I moved back up the slope. I called the aircraft owner to notify him. He asked if the aircraft could be pulled back onto the runway. The airport manager arrived and retrieved a tractor. The owner also arrived; and we were able to pull the aircraft up the bank and to the hanger balanced on the main gear. In the hanger; we pulled the cowling off; and the propeller to inspect the damage. There were no injuries; no property damage other than the aircraft; and the aircraft damage was limited to the nose gear; bent propeller; and minor cowling dents/bends.