If you take the pictured wing, the same wing blunt side forward, and something in between you start to see what was explored in the 1940s by North American aviation as "laminar flow", attempting to reduce drag by delaying flow separation as much as possible.
Moving the thickest part of the wing back to around 30% and greatest camber to around 40% reduces drag by not only reducing turbulent flow on the top rear of the wing but also adds thrust by tilting the lift vector forward. The resulting wing has an improved lift to drag ratio but suffers the same issue as the reverse wing: a very sharp, unpredictable stall due to lack of warning buffet and a lower stall AOA from the sharp leading edge.
Rounding the leading edge greatly improves stalling characteristics, leading to the use of slats to have the best of both worlds for cruising or slow flight.
The Kline-Fogelman design even tried removing the rear top portion of the wing, and was studied by NASA (inconclusively), but the time honored way of minimizing drag, as seen in gliders, is as high an aspect ratio as possible, in other words, removing the entire back of the wing. This is also seen in the more modern 787 airliner wing when compared with the older 707.