It's difficult (impossible, really) to predict what happens based solely on air speed.
To get a meaningful result, you need to go by Reynolds number. Normally, you'll have a completely separate graph for each tested Reynolds number. At a different Reynolds number, not only with the lift change, but the basic shape of the Cl/alpha line is likely to change (e.g., as the Reynolds number drops, it's pretty routine to get a much "sharper" stall--that is, where your graph shows a nice, smooth roll off in lift as the AoA increases, at a lower Reynolds number, it might easily have only minimal loss of lift, then drop much more quickly. For example, here's a Cl/AoA graph for a NACA 6409 airfoil:
The gold line is at Re=1,000,000, the teal at Re=50,000. These are both quite low, but at least give the general idea. Note in particular that the curves have substantially different shapes. At Re=1M, the lift increases almost linearly with AoA, right up until it approaches stall (at which point it rolls off quite smoothly). At Re=50K, the increase is much less linear, and Cl increases sharply shortly before stall, then drops like a rock, with almost no warning at all.
But also note that it's all about Reynolds number. Low air speed with a large chord acts much the same as a much higher air speed with a much smaller chord.
For a concrete example, the airfoils used in the impellers of a jet engine operate at high air speeds, but have extremely small chords. This gives a very low Reynolds number despite the high air speed. Even for a supersonic jet, the impellers are often operating at a lower Reynolds number than the main wing of something like a Piper Cub or a Cessna 172.