Are high lift wings bad for faster speeds
Every airfoil has a range of lift coefficients where the flow around the wing is most favorable. Airfoils with high camber shift this range to higher lift coefficients. Now the question comes down to: At which lift coefficient will the aircraft operate most efficiently?
The efficiency of transport aircraft is maximized when none of the three parameters payload, range and speed can be changed without reducing the product of the three. As it turns out, wing weight has a big influence on this, especially for large aircraft: A heavier wing will reduce the possible payload. It is better to limit wing span such that the ratio of wing span to chord is between 7 and 10: This will limit the bending moment at the wing root and allow to build the wing lighter. At this aspect ratio, the optimum lift coefficient for best transport performance is around 0.4 to 0.6, a number at which the low camber airfoil will feel right at home.
At such a low lift coefficient, however, the high camber airfoil, on the other hand, will experience a strong suction peak on the lower side of its nose. At high flight Mach numbers, this will lead to locally supersonic flow and a big increase in drag as well as cyclic loads on the wing (buffeting).
Now you could correctly argue that the wing could be much smaller with a high camber airfoil for the same lift. Yes, but the wing needs to adapt to take-off and landing conditions, too, and needs to have enough volume to contain the trip fuel. And for this landing condition the wing of an airliner will even have more camber than your example airfoil:

Typical landing configuration of an airliner wing, from an article by A. M. O. Smith, McDonnell-Douglas, in Journal of Aircraft, Vol 12 No 6, 1975.